Drone systems and methods

ABSTRACT

An aircraft includes a body defining an interior compartment configured to hold at least one of a passenger and a payload, a battery system, a plurality of arms coupled to and extending from the body, and a plurality of propulsion devices configured to provide thrust to fly the aircraft. Each of the plurality of propulsion devices is coupled to a respective one of the plurality of arms. The plurality of propulsion devices are powered by the battery system. Each of the plurality of propulsion devices is selectively pivotable about at least one axis. The plurality of propulsion devices include at least one of (i) counter rotating ducted fans and (ii) ionizing electrode engines.

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS

This application is a continuation of International Patent ApplicationNo. PCT/US2019/014426, filed Jan. 21, 2019, which claims the benefit ofand priority to U.S. Provisional Patent Application No. 62/620,320,filed Jan. 22, 2018, and U.S. Provisional Patent Application No.62/628,772, filed Feb. 9, 2018, all of which are incorporated herein byreference in their entireties.

BACKGROUND

Mechanisms for transporting items are utilized throughout modernsociety. For example, an item may be picked up by an operator of amanned ground vehicle (e.g., a truck, a train, etc.), transferred to amanned aerial vehicle (e.g., a cargo plane, etc.), and transferred toanother manned ground vehicle for subsequent delivery. Costs associatedwith transporting items can be, in large part, attributed to the use ofhuman operators for manned ground vehicles and manned aerial vehicles.

SUMMARY

One embodiment relates to an aircraft. The aircraft includes a bodydefining an interior compartment configured to hold at least one of apassenger and a payload, a battery system, a plurality of arms coupledto and extending from the body, and a plurality of propulsion devicesconfigured to provide thrust to fly the aircraft. Each of the pluralityof propulsion devices is coupled to a respective one of the plurality ofarms. The plurality of propulsion devices are powered by the batterysystem. Each of the plurality of propulsion devices is selectivelypivotable about at least one axis. The plurality of propulsion devicesinclude at least one of (i) counter rotating ducted fans and (ii)ionizing electrode engines.

Another embodiment relates to an aircraft. The aircraft includes aframe, a plurality of propulsion devices coupled to the frame, a batterymat coupled to and extending along the frame, and a plurality of supportarms extending from the frame. The plurality of propulsion devices areconfigured to provide thrust to fly the aircraft. The battery matincludes a plurality of battery cells configured to power the pluralityof propulsion devices. The battery mat spans an area of at least onesquare foot. The plurality of support arms are configured to support apayload positioned beneath the frame and the battery mat.

Another embodiment relates to a propulsion device for an aircraft. Thepropulsion device includes a housing, a plurality of electrodespositioned in the housing, and a control system configured to controlthe plurality of electrodes to provide a desired amount of thrust. Theplurality of electrodes include a first pair of electrodes and a secondpair of electrodes. The first pair of electrodes include a first set ofone or more ionizing electrodes paired with a first set of one or moreattractive electrodes. The second pair of electrodes include a secondset of one or more ionizing electrodes paired with a second set of oneor more attractive electrodes. To provide the desired amount of thrust,the control system is configured to (i) selectively apply a firstvoltage differential across the first pair of electrodes andapproximately zero voltage differential across the second pair ofelectrodes to provide a first amount of thrust, (ii) selectively apply asecond voltage differential across the second pair of electrodes andapproximately zero voltage differential across the first pair ofelectrodes to provide a second amount of thrust, and (iii) selectivelyapply the first voltage differential across the first pair of electrodesand the second voltage differential across the second pair of electrodesto provide a third amount of thrust.

This summary is illustrative only and is not intended to be in any waylimiting. Other aspects, inventive features, and advantages of thedevices or processes described herein will become apparent in thedetailed description set forth herein, taken in conjunction with theaccompanying figures, wherein like reference numerals refer to likeelements.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a top perspective view of a drone shipping system, accordingto an exemplary embodiment.

FIG. 2 is a top perspective view of a drone shipping system, accordingto another exemplary embodiment.

FIG. 3 is a top view of the drone shipping system of FIG. 2 in a firstconfiguration, according to an exemplary embodiment.

FIG. 4 is a top view of the drone shipping system of FIG. 2 in a secondconfiguration, according to an exemplary embodiment.

FIG. 5 is a block diagram for a controller for a drone shipping system,according to an exemplary embodiment.

FIG. 6 is a detailed view of a portion of a drone shipping system,according to an exemplary embodiment.

FIG. 7 is a bottom view of a drone shipping system, according to anexemplary embodiment.

FIG. 8 is a side view of a drone shipping system, according to anexemplary embodiment.

FIG. 9 is a side view of a drone shipping system, according to anexemplary embodiment.

FIG. 10 is a perspective view of a drone shipping system in a firstconfiguration, according to an exemplary embodiment.

FIG. 11 is a perspective view of the drone shipping system of FIG. 10 ina second configuration, according to an exemplary embodiment.

FIG. 12 is a perspective view of the drone shipping system of FIG. 10having an increased payload capacity, according to an exemplaryembodiment.

FIG. 13 is a perspective view of the drone shipping system of FIG. 10transporting a payload, according to an exemplary embodiment.

FIG. 14 is a side view of a drone system in a first configuration,according to an exemplary embodiment.

FIG. 15 is a side view of the drone system of FIG. 14 in a secondconfiguration, according to an exemplary embodiment.

FIG. 16 is a side view of the drone system of FIG. 14 in a thirdconfiguration, according to an exemplary embodiment.

FIG. 17 is a side view of the drone system of FIG. 14 in a fourthconfiguration, according to an exemplary embodiment.

FIG. 18 is a side view of the drone system of FIG. 14 in a fifthconfiguration, according to an exemplary embodiment.

FIG. 19 is side view of the drone system of FIG. 14 in a sixthconfiguration, according to an exemplary embodiment.

FIG. 20 is a side view of the drone system of FIG. 14 in a seventhconfiguration, according to an exemplary embodiment.

FIG. 21 is side view of the drone system of FIG. 14 in an eighthconfiguration, according to an exemplary embodiment.

FIG. 22 is a schematic diagram of the drone system of FIG. 14 ,according to an exemplary embodiment.

FIG. 23 is a block diagram of an ionic engine system, according to anexemplary embodiment.

FIG. 24 is a schematic illustrating the operation of an ionic engine,according to an exemplary embodiment.

FIG. 25 is a perspective view of an ionic engine, according to anexemplary embodiment.

FIG. 26A is a cross-sectional view of the ionic engine of FIG. 25 ,according to an exemplary embodiment.

FIG. 26B is a cross-sectional view of the ionic engine of FIG. 26A,according to another exemplary embodiment.

FIG. 27 is a cross-sectional view of the ionic engine of FIG. 25 ,according to another exemplary embodiment.

FIG. 28 is a cross-sectional view of the ionic engine of FIG. 25 ,according to another exemplary embodiment.

FIG. 29 is a cross-sectional view of the ionic engine of FIG. 25 ,according to another exemplary embodiment.

FIG. 30 is an end view of the ionic engine of FIG. 29 , according to anexemplary embodiment.

FIG. 31 is a view of the ionic engine of FIG. 25 having a firstelectrode arrangement, according to an exemplary embodiment.

FIG. 32 is a view of the ionic engine of FIG. 25 having a secondelectrode arrangement, according to an exemplary embodiment.

FIG. 33 is a view of the ionic engine of FIG. 25 having a thirdelectrode arrangement, according to an exemplary embodiment.

FIG. 34 is a view of the ionic engine of FIG. 25 having a fourthelectrode arrangement, according to an exemplary embodiment.

FIG. 35 is a view of the ionic engine of FIG. 25 having a fifthelectrode arrangement, according to an exemplary embodiment.

FIG. 36 is a view of the ionic engine of FIG. 25 having a sixthelectrode arrangement, according to an exemplary embodiment.

FIG. 37 is a view of the ionic engine of FIG. 25 having a seventhelectrode arrangement, according to an exemplary embodiment.

FIG. 38 is a view of the ionic engine of FIG. 25 having an eighthelectrode arrangement, according to an exemplary embodiment.

FIG. 39 is a view of the ionic engine of FIG. 25 having a ninthelectrode arrangement, according to an exemplary embodiment.

FIG. 40 is a view of the ionic engine of FIG. 25 having a tenthelectrode arrangement, according to an exemplary embodiment.

FIG. 41 is a view of the ionic engine of FIG. 25 having an eleventhelectrode arrangement, according to an exemplary embodiment.

FIG. 42 is a view of the ionic engine of FIG. 25 having a twelfthelectrode arrangement, according to an exemplary embodiment.

FIG. 43 is a perspective view of needle electrodes in the ionic engineof FIG. 25 , according to an exemplary embodiment.

FIG. 44 is an end view of the needle electrodes of FIG. 43 , accordingto an exemplary embodiment.

FIG. 45 is an end view of the needle electrodes of FIG. 43 , accordingto an exemplary embodiment.

FIGS. 46-52 are various views of the drone system of FIG. 14 , accordingto another exemplary embodiment.

DETAILED DESCRIPTION

Before turning to the figures, which illustrate the exemplaryembodiments in detail, it should be understood that the presentapplication is not limited to the details or methodology set forth inthe description or illustrated in the figures. It should also beunderstood that the terminology is for the purpose of description onlyand should not be regarded as limiting.

According to the exemplary embodiment shown in FIG. 1 , a system, shownas drone shipping system 100, is configured to aerially transport apayload (e.g., items, goods, products, merchandise, people, cattle,agricultural goods, water, humans, military personnel, fuel, equipment,a thirty-thousand pound payload, a fifty thousand pound payload, etc.)without a human operator. The drone shipping system 100 may beautonomously or remotely controlled. In this way, a human operator maynot by contained (e.g., included, present, etc.) in the drone shippingsystem 100. The drone shipping system 100 may be entirely self-flying.By way of example, the drone shipping system 100 may be autonomous andoperate without a human operator. The drone shipping system 100 maythereby transport itself from a starting location to and endinglocation. Alternatively, the drone shipping system 100 may be partiallyautonomous, where a human operator operates and/or aids in operating thedrone shipping system 100 during takeoff and landing. The drone shippingsystem 100 may be autonomous when fully airborne.

The drone shipping system 100 is operable between a first state (e.g.,an unloaded state, etc.), in which the payload is not contained in or onthe drone shipping system 100, and a second state (e.g., a loaded state,etc.), in which the payload is contained in or on the drone shippingsystem 100. The drone shipping system 100 operates by selectivelyalternating between the first state and the second state. For example,the drone shipping system 100 may be in the first state when the droneshipping system 100 is located on a ground surface (e.g., a surface of ashipping hub, a surface of an airport, etc.), in the second state afterthe drone shipping system 100 has picked up a payload or a payload hasbeen deposited in or on the drone shipping system 100 (e.g., after beingloaded with a payload at a shipping hub, after being loaded with apayload at an airport, etc.), and in the first state again after thedrone shipping system 100 drops off the payload or the payload isunloaded from the drone shipping system 100. The drone shipping system100 may be airborne (e.g., in flight, etc.) when in either or both ofthe first state and the second state.

As shown in FIG. 1 , the drone shipping system 100 includes a body 102.The body 102 defines an area (e.g., volume, receptacle, container,etc.), shown as payload bay 104. The payload bay 104 is configured toreceive a payload and store the payload during flight of the droneshipping system 100. The payload bay 104 may have an internal volume of,for example, between one cubic foot and one-thousand cubic feet.

As shown in FIG. 1 , the body 102 includes a manually operated orelectrically actuated door (e.g., sliding door, hatch, etc.), shown asdoor 106. The door 106 is coupled to the body 102. In some embodiments,the door 106 is coupled to the body 102 via a hinge. The hinge and/oranother mechanism (e.g., a locking mechanism) keeps the door 106 closedduring flight of the drone shipping system 100. The door 106 may have aprogrammed latching and opening procedure during flight to releasestored contents of the drone shipping system 100 during flight (e.g.,smaller flying drones within body 102 may transport packages stored inpayload bay 104 through door 106 during flight). The door 106 isselectively repositionable to selectively cover an opening (e.g., hole,aperture, etc.), shown as opening 108, defined by the body 102. Theopening 108 provides access to the payload bay 104. In this way, thedoor 106 may be selectively repositioned to provide access to thepayload bay 104 (e.g., for loading payload, for unloading a payload,etc.). The body 102 also includes a nose 110. The nose 110 extends(e.g., protrudes, etc.) from the body 102.

As shown in FIG. 1 , the drone shipping system 100 includes a pluralityof wings, shown as wings 112. The wings 112 extend from the body 102,generate lift, and facilitate aerial movement of the body 102. The wings112 each include a first portion, shown as inner assembly 114, and asecond portion, shown as outer assembly 116. The inner assembly 114 iscoupled to the body 102, and the outer assembly 116 is coupled to theinner assembly 114. The wings 112 may include various subassemblies toextend and retract the wings 112 (e.g., from a starting retractedposition to an extended position). The wings 112 may extend duringflight after takeoff, allowing the drone shipping system 100 to take offvertically. Alternatively, the drone shipping system 100 may not includethe wings 112 but only rely on propulsion devices to generate lift.

As shown in FIG. 1 , each of the inner assemblies 114 includes a rudder118. Each of the rudders 118 is selectively repositionable relative tothe associated inner assembly 114. Selectively repositioning of therudders 118 may facilitate steering (e.g., changes in pitch, changes inyaw, changes in roll, etc.) and/or ensuring stabilization of the droneshipping system 100. In various embodiments, the rudders 118 areconfigured to be selectively repositioned over a range of one hundredand eighty degrees in a first direction (e.g., clockwise,counterclockwise, etc.) and over a range of three hundred and sixtydegrees in a second direction (e.g., counterclockwise, clockwise, etc.).In other embodiments, the rudder 118 is another device (e.g., a flap,etc.).

The drone shipping system 100 may include a propulsion system. As shownin FIG. 1 , the propulsion system includes a plurality of propulsiondevices 120. The propulsion devices 120 are configured to facilitatemovement of the drone shipping system 100. The propulsion devices 120facilitate take off, landing, and flight of the drone shipping system100. The propulsion devices 120 are coupled (e.g., welded, bolted, etc.)to the body 102. In other embodiments, the propulsion devices 120 arecoupled to a movable attachment member that is itself attached to thebody 102. The movable attachment member allows the propulsion device 120to rotate in two orthogonal axes, such that the propulsion systems canchange position during flight to change the pitch or yaw of the droneshipping system 100. Specifically, each of the propulsion devices 120and/or movable attachment members is coupled proximate a respectivecorner of the body 102. Propulsion devices 120 may be coupled along abottom surface of the body 102. The propulsion devices 120 may beotherwise provided as part of the drone shipping system 100, accordingto various embodiments (e.g., coupled to the wings 112, etc.). Thepropulsion devices 120 may be ducted fans, counter rotating ducted fans,propellers, thrusters, jets, engines, boosters, etc. The propulsiondevices 120 may be or include combustion engines (e.g., a jet fuelengine, etc.), an electrical engine (e.g., a fuel cell engine, etc.), anionic engine (e.g., ionic engine 1404, etc.).

One or more (e.g., each, etc.) of the propulsion devices 120 isselectively rotatable relative to the body 102 about two orthogonalaxes. The orthogonal axes of rotation are centered on the propulsiondevice 120 such that the propulsion device 120 can rotate approximatelyone hundred and eighty degrees about one of the axes and approximatelyninety degrees about the other of the axes.

As shown in FIG. 1 , the drone shipping system 100 includes batteries122. The batteries 122 are configured to selectively be charged with,and discharge, electrical energy (e.g., electricity, direct currentelectricity, alternating current electricity, etc.). The batteries 122may be electrically coupled to at least one of the propulsion devices120 and provide electrical energy for consumption by the propulsiondevices 120 (e.g., by the electrical engines, ionic engines, etc. of thepropulsion devices 120). The batteries 122 are each positioned on a sidewall of the body 102. In other embodiments, the batteries 122 arepositioned within each of the propulsion devices 120, within the nose110, and/or within a bottom surface of the body 102 (e.g., a floor ofthe payload bay 104, etc.). In other embodiments, the drone shippingsystem 100 includes another type of energy source (e.g., capacitors,fuel cells, etc.).

As shown in FIG. 1 , the drone shipping system 100 includes a pluralityof solar panels 124. The solar panels 124 are positioned on the outerassemblies 116 of the wings 112. In other embodiments, the solar panels124 are positioned on another external surface of the drone shippingsystem 100 (e.g., the inner assemblies 114 of the wings 112, on top ofthe body 102, etc.). In other embodiments, the drone shipping system 100includes another type of energy supply (e.g., a generator, etc.). Thesolar panels 124 may harvest light energy from the sun to charge thebatteries 122 (e.g., during flight, while on the ground, etc.).

As shown in FIG. 1 , the drone shipping system 100 includes a fuel tank126. The fuel tank 126 is configured to store fuel (e.g., jet fuel,octane, hexane, propane, liquid natural gas, gasoline, petrol, diesel,etc.). The fuel tank 126 is fluidly coupled to each of the propulsiondevices 120 and is configured to selectively provide the fuel forconsumption by the propulsion devices 120 (e.g., by the internalcombustion engines of the propulsion devices 120, etc.). As shown inFIG. 1 , the drone shipping system 100 includes a fuel pump 128. Thefuel pump 128 is configured to provide fuel from the fuel tank 126 toany of the propulsion devices 120. By using the fuel pump 128, thepropulsion devices 120 may be provided the fuel substantially on demand.In one embodiment, the fuel pump 128 is a positive displacement rotarypump. In some embodiments, the drone shipping system 100 does notinclude the fuel tank 126 and/or the fuel pump 128 (e.g., in embodimentswhere the propulsion devices 120 are electrically driven, etc.).

In some embodiments, the drone shipping system 100 is a hybrid systemhaving at least one of the propulsion devices 120 providing a mechanicalpower output using an electrical energy input and at least one of thepropulsion devices 120 providing a mechanical power output by consumingfuel. Aerial travel of the drone shipping system 100 is limited to adefined range. The range may be a maximum distance of aerial travel thatthe drone shipping system 100 can complete without recharging thebattery 122 or refueling the fuel tank 126. As an example, the range ofthe drone shipping system 100 operating on power from the battery 122alone (e.g., the propulsion devices 120 do not consume any fuel, etc.)may be approximately one hundred miles, and the range of the droneshipping system 100 operating on fuel alone (e.g., the propulsiondevices 120 do not consume any electrical energy, etc.) may beapproximately one hundred miles. In such an example, the range of thedrone shipping system 100 on both the battery 122 and the fuel tank 126may be, for example, two hundred or more miles.

As shown in FIG. 1 , the drone shipping system 100 includes a controlsystem (e.g., computer, etc.), shown as controller 130. In an exemplaryembodiment, the controller 130 is positioned in the floor of the body102. In other embodiments, the controller 130 is otherwise positioned onthe drone shipping system 100. The controller 130 may be electricallycommunicable with the door 106 (e.g., to selectively reposition the door106, etc.), the wings 112, the rudders 118 (e.g., to selectivelyreposition the rudders 118, etc.), the propulsion devices 120 (e.g., tocontrol operation of propulsion devices 120, to determine a temperatureof the propulsion devices 120, to determine an operational state of thepropulsion devices 120, etc.), the batteries 122 (e.g., to determine acharge level of the batteries 122, to determine an amount of electricalenergy contained within the batteries 122, etc.), the solar panels 124(e.g., to determine an amount of electrical energy generated by thesolar panels 124, to determine a temperature of the solar panels 124,etc.), the fuel tank 126 (e.g., to determine an amount of fuel remainingin the fuel tank 126, etc.), altimeter gauges (e.g., to determine thealtitude of the drone shipping system 100), GPS systems (e.g., todetermine the location of the drone shipping system 100), video camerason various exterior locations of the drone shipping system 100 (e.g., soan operator can monitor drone movements remotely), the fuel pump 128(e.g., to control an amount of fuel provided to any of the propulsiondevices 120, etc.), movement members or tracking elements (e.g., wheels,tracks, rollers, etc.) to retract and extend the movement members duringtake-off and landing, sensors, and/or still other systems.

As shown in FIG. 1 , the drone shipping system 100 includes a pluralityof sensors 132. One of the sensors 132 may be coupled to the door 106.The sensor 132 that is coupled to the door 106 is used to determine theposition of the door 106. One or more of the sensors 132 may be coupledto each of the wings 112, each of the rudders 118, each of thepropulsion devices 120, each of the batteries 122, each of the solarpanels 124, the fuel tank 126, and/or the fuel pump 128. Additionalsensors 132 may be positioned within the nose 110. The sensors 132 inthe nose 110 may be used to determine an air speed and/or an altitude ofthe drone shipping system 100, to obtain radar information in an areaproximate the drone shipping system 100, to obtain location information(e.g., global positioning system coordinates, radio frequencyidentification, etc.) of the drone shipping system 100, etc. The sensorsmay be pressure sensors, temperature sensors, altitude sensors, radarsensors, air flow sensors, voltage sensors, current sensors, magneticfield sensors, Hall effect sensors, etc.

FIGS. 2-4 illustrate the drone shipping system 100 according to anotherembodiment. In this embodiment, the solar panels 124 are provided alongthe outer assembly 116 and the inner assembly 114 of each of the wings112, as well as along a top surface of the body 102. Additionally, FIG.2 illustrates one of the propulsion devices 120 oriented horizontally.Such an orientation of the propulsion devices 120 may be utilized when,for example, the drone shipping system 100 is flying (e.g., once thedrone shipping system 100 has reached a cruising altitude, etc.).

According to various embodiments, the wings 112 are operable between anextended state, as shown in FIG. 3 , and a retracted state, as shown inFIG. 4 . In one embodiment, the wings 112 are retracted by the outerassembly 116 sliding within the inner assembly 114, and the innerassembly 114 sliding within the body 102. In other embodiments, thewings 112 fold up. The wings 112 are in the extended state duringoperation of the drone shipping system 100 (e.g., during aerial movementof the drone shipping system 100, etc.) and in the retracted state whilethe drone shipping system 100 is stationary. For example, the wings 112may be in the retracted state when the drone shipping system 100 is instorage, being loaded, refueling, and/or recharging.

As shown in FIG. 5 , the controller 130 is communicable (e.g., overshort range communication, over long range communication, etc.) with anetwork (e.g., satellite network, global network, cellular network,etc.), shown as network 500. The network 500 is communicable (e.g., overshort range communication, over long range communication, etc.) with acontroller, shown as central controller 505. In various embodiments, thecommunication between the controller 130 and the network 500, and thecommunication between the network 500 and the central controller 505, isfacilitated over Bluetooth®, radio frequency identification, near fieldcommunication, Wi-Fi, cellular, radio, satellite, and other similarnetworks and communications protocols. For example, the controller 130may include a Bluetooth® transceiver, a Bluetooth® beacon, a radiofrequency identification transceiver, and other similar components.

In some embodiments, the central controller 505 is configured tocommunicate with and control the controller 130 onboard the droneshipping system 100. In such embodiments, the central controller 505 maythereby be configured to communicate with and control the drone shippingsystem 100. The controller 130 is configured to transmit informationfrom the sensors 132 to the central controller 505. The centralcontroller 505 provides instructions (e.g., coordinates, routes,delivery instructions, etc.) to the controller 130 for controllingoperation of the drone shipping system 100. The central controller 505provides these instructions based on the information from the sensors132 provided by the controller 130 to the central controller 505.

FIG. 6 illustrates one of the propulsion devices 120 in greater detail,according to one embodiment. The propulsion device 120 includes anengine 600. The engine 600 may be an internal combustion engine and/oran electrical motor as previously described. The engine 600 mayalternatively be an ionic engine as described in greater detail herein(e.g., ionic engine 1404, etc.). As shown in FIG. 6 , the engine 600 iscoupled to a crank 602 (e.g., driveshaft, etc.). The engine 600 isconfigured to selectively rotate the crank 602 according to commandsreceived from the controller 130. The crank 602 is coupled to a hinge(e.g., a four-way hinge, etc.), shown as hinge 604. The hinge 604 isconfigured to transfer rotation of the crank 602 to a shaft 606. Thehinge 604 facilitates rotation of the shaft 606 relative to the crank602. The hinge 604 may be, for example, a U-joint. The shaft 606transfers rotation of the crank 602 to an output (e.g., propeller,blade, turbine, etc.), shown as output 608.

As shown in FIG. 6 , the engine 600 has a housing (e.g., a mount, etc.),shown as housing 610. The housing 610 contains the engine 600 andsupports the engine 600 on the body 102. The housing 610 includes arms,shown as guides 612. The guides 612 are received in a track 614 of thebody 102. Through the use of the guides 612 and the track 614, theengine 600 is track mounted to the body 102 such that the propulsiondevice 120 may be selectively repositioned along the track 614. Thetrack 614 closely follows an opening, shown as channel 616, in the body102. The crank 602 and/or the shaft 606 pass through the channel 616such that the propulsion device 120 may be selectively repositionedalong the body 102. Once the propulsion device 120 is at a targetlocation on the track 614, the propulsion device 120 may be locked tothe track 614 such that the propulsion device 120 does not move relativeto the body 102. The propulsion device 120 may be locked in positionusing a latch, a catch, etc.

In various embodiments, the propulsion device 120 is positioned outsideof the body 102. In these embodiments, the track 614 is on the exteriorof the body 102. In other embodiments, the propulsion device 120 ismounted within an interior of the body 102. As a result of thisarrangement, at least a portion of the propulsion device 120 isconcealed within the body 102, thereby providing a decrease in airresistance of the drone shipping system 100.

The track 614 defines possible positions of the propulsion devices 120.Accordingly, the track 614 is configurable such that the propulsiondevices 120 are mounted at target locations relative to the body 102.For example, the track 614 may partially or completely encircle thepayload bay 104. In various embodiments, the body 102 includes multipletracks 614 thereby facilitating additional repositioning of thepropulsion devices 120 on the body 102. In an exemplary embodiment, thetrack 614 starts at a base of the body 102 and ends before the midpointof a top of the body 102, opposite the base, where the track 614 on oneside of the body 102 is mirrored and aligned with a track 614 on theopposing side of the body 102 (i.e., where the tracks 614 create theshape of two rings located close to the nose 110).

Each of the tracks 614 may have its own movement system (e.g., pulleysystem, motor system, etc.) that moves the propulsion device 120 alongthe track. For example, the tracks 614 and/or the guides 612 may includeservo motors that are configured to be controlled by the controller 130to cause movement of the propulsion devices 120 along the track 614.

In some embodiments, the body 102 has four tracks 614, using one of theconfigurations described above. One of the tracks 614 may encircle thebody 102 along two fixed lines, near the front of the body 102 and nearthe back of the body 102. These tracks 614 may be split near a topmidpoint of the body 102, and each of the tracks 614 may begin near aportion of the side of the body 102 that begins moving up at an angle ofbetween seventy-five to one hundred and seventy degrees (the angle ofthe exterior panel in relation to ground), inclusive.

Each of the tracks 614 may include additional tracks 614 (e.g., guidetracks, etc.) located on either the interior or exterior of the body102. If the propulsion devices 120 are mounted on the exterior of thebody 102, there may be a total of four tracks 614 within which thepropulsion device 120 moves, two on either side of the motor (i.e., anauxiliary track 614 spaced a small distance from a main track 614 (e.g.,one foot, two feet, three feet, etc.) that are substantially parallel tothe main track 614.

In some embodiments, the tracks 614 include a collapsible hydraulicsystem that is attached to the motor or propeller shaft of thepropulsion device 120. The collapsible hydraulic arms may be located oneither side of motor and may move with the motor in parallel along theirindividual tracks as the motor moves along its track. The hydraulic themotor may be mounted on an angular direction changing device where afour-way hinge allows the motor to move in four directions. The hingemay comprise two sections along the outward vertical axis of thehydraulic system. In some embodiments, the hydraulic system has a firsthinge, which allows it to move in a first direction, and a second hingeabove or below the first hinge, which allows it to move in a seconddirection that is substantially opposite the first direction. Joints ateach hinge may have unique gear heads to allow power to be sent throughthe crank rod as the crank changes directions at each hinge point. Thecombination of the two hinges allows for a wide range of possibledirections for the directional orientation of the propulsion device. Insome embodiments, the hydraulic system has only one hinge that moves intwo opposing directions (i.e., up and down) along the track.

In alternative embodiments, the hydraulic system includes guide armslocated at the base of the guide track that rotate one hundred andeighty degrees or three hundred and sixty degrees. In this way, theentire hydraulic system would not need to move along the track; only theguide arms would move to mirror the movements of the propulsion device.In some embodiments, the guides collapse (e.g., fold, etc.) in thedirection of the main track to further support a change in direction ofthe propulsion device and body 102. In embodiments where the propulsiondevice is mounted to the exterior of the body 102, collapsible guidesreduce drag and potential damage to the propulsion device as they areable to withstand the extreme forces that may occur during flight.

In alternative embodiments, the guide tracks are mounted the interior ofthe body 102. In these embodiments, the guide tracks may or may notinclude the collapsible hydraulic guides and track on the exterior ofthe body 102.

In an example embodiment, the engine 600 of the propulsion device maytransfer, via the hinge system, power to the propeller of the propulsiondevice. The engine 600 may include a series of gears, where the bottompiece of the gear stays vertical and a top second gear head moves inthree hundred and sixty degrees in one direction and one hundred andeighty degrees in a second direction along the first gear head. The unitoutside of the gear head powers a change in direction at the hinge(e.g., via hydraulics, etc.); the gear transfers power to the propeller.The propeller may be mounted on a similar direction-changing gear headto allow the propeller to rotate at the end of the propulsion device.

In embodiments where the engine 600 is mounted on the exterior of thebody 102, the propulsion device may transfer power via a flexible crank,where the unit that transfers power is bendable as it rotates and thereare no gear heads. In embodiments where the engine 600 is mounted on theinterior of the body 102, there may be further internal tack guides toanchor the engine 600 in the interior of the container.

In an alternative embodiment, the power transferring device does nothave a hinge, flexible crank, or gear head that changes direction; thepower transferring device has an internal rotating unit, including acrank that changes direction at the base of the crank on the interior ofthe body 102. The crank rotates one hundred and eighty degrees in onedirection and three hundred and sixty degrees in a second direction, andthe opening for the crank is wider to allow for the change of directionof the crank. The internal rotating unit may further be mounted on atrack, which moves along the side of the body 102.

In some embodiments, the propeller of the propulsion device is a turboprop with two propellers per unit. The propeller may spin forwards andreverse and may be able to change directions quickly. When changingdirections, the propellers from one side may be locked in an upper mostvertical positions to keep the body 102 suspended. The main track mayhave an enclosure lining (e.g., metal or any other sturdy material) onthe interior of the body 102 to protect the engine 600 and tracks fromthe contents of the body 102. The pulley system, which allows the engine600 to move along the main track, may be located at the bottom of thetrack, top of the track, or both the bottom and top.

In some embodiments, a parachute is fitted to the body 102 and can bedeployed at various locations on the body 102 (e.g., nose, through themiddle, its own compartment, etc.). The parachute may be deployedautomatically or manually. By way of example, the parachute may beautomatically deployed in situations where (i) passengers becomeunconscious, (ii) power is lost to one or more of the propulsion devices120 and cannot be restored, (iii) the drone shipping system 100 isdescending above a threshold speed, and/or (iv) the controller 130detects loss of controls and/or critical sensor failure. A parachutedeployment sequence may include first powering down the propulsiondevices 120 and then deploying the parachute. By way of another example,the drone shipping system 100 may include a manual deployment inputdevice (e.g., a button, a lever, etc.) for the parachute within a cabinof the drone shipping system 100 (e.g., near the rear upper portion ofthe cabin, other locations, etc.). Manual deployment may utilizecompressed air.

In alternative embodiments, there is no track. Instead, arms extend tohold the propulsion device at a distance from the body of the body 102.The arms may comprise end portions, which are able to rotate threehundred and sixty degrees. The portion of the arms that is connected tothe propulsion device may be able to tilt in two directions in order topush and pull the propulsion device, while allowing the unit to spin inthree hundred and sixty degrees.

In some embodiments, the body 102 includes two wings which extend fromthe sides of the body 102. In some embodiments, the wings are flush withthe top of the body 102. The wings may be the full width of the drone(i.e., the wing span is three times that of the starting width of theroof of the body 102). The wings reduce the amount of power and/or fuelneeded for flight once the body 102 is airborne. According to variousembodiments, the wings are collapsible (e.g., foldable) and lay flushwith the sides of the body 102 when collapsed. The wings may compriseflaps at the rear edge to change pitch of the drone and allow forturning at high speed.

In some embodiments, split wings may swing out from a starting position(i.e., flush with the sides of the body 102) then become further securedto the body 102. When the wings are extended, the body 102 may have afurther bolting mechanism that locks the extended wing in its extendedposition. In some embodiments, the bolts are coupled (e.g., welded) tothe wings and attach to the side of the body 102 when extended. Inalternative embodiments, the bolts are coupled (e.g., welded) to thesides of the body 102 and attach to the bottom of the wings whenextended. In some embodiments, the wings move along a track.

In some embodiments, the wings have solar panels. According to someembodiments, the solar panels are exposed when the wings are collapsed.As the wings extend, additional solar panels are exposed. The wings mayextend while on the ground for maximum charging. In some embodiments anexposed portion (e.g., the upper exposed portion, etc.) of body 102 hassolar panels.

The body 102 may be of various shapes, sizes, and configurations suchthat the drone shipping system 100 is tailored for a target application.The body 102 may be generally shaped as a rectangular prism. In otherembodiments, the body 102 may be generally shaped as a rectangular prismwith rounded or coned corners. These rounded or coned corners mayprovide decreased air resistance.

In one embodiment, the body 102 is constructed from aluminum (e.g.,aluminum alloy, etc.), composite metals, other metals, compositematerials, etc. The body 102 may be treated or otherwise configured toincrease strength, durability, and/or efficient operation of the droneshipping system 100. For example, the body 102 may be corrugated. Thebody 102 may be configured such that a weight of the payload bay 104 isdistributed evenly to the body 102.

In some embodiments, the body 102 is configured such that the payloadbay 104 is configured to receive liquids and/or gases therein, andconfigured such that these liquids and/or gases may be pressurizedtherein. For example, the payload bay 104 may be configured to storepressurized liquids (e.g., petroleum, liquid natural gas, water, liquidnitrogen, etc.) and/or gases (e.g., nitrogen, helium, etc.).

In other embodiments, the body 102 is configured such that the payloadbay 104 is insulated (e.g., sound insulated, thermally insulated,vibrational insulated, etc.). For example, in one embodiment, the body102 is configured such that the payload bay 104 is insulated from soundproduced by the propulsion devices 120.

The body 102 may include various openings, holes, and/or doors. The door106 may be split into multiple individual doors. For example, the door106 may be split in half (e.g., vertically, diagonally, horizontally,etc.). In one embodiment, the door 106 is positioned on a front side ofthe body 102. In various applications, the door 106 may be mechanically,electrically, hydraulically, or otherwise selectively repositionedbetween a first position, where the payload may be loaded into, andunloaded from, the payload bay 104, and a second position, where thepayload is contained within the payload bay 104. In one embodiment, thedoor 106 automatically locks in the second position once the payload hasbeen loaded into the payload bay. The door 106 and the opening 108 maybe sealed (e.g., form an airtight seal, for a watertight seal, etc.)when the door 106 is in the second position to prevent the payload fromundesirable exposure to a fluid (e.g., water, etc.) or gas (e.g., air,etc.)

The nose 110 may be selectively repositionable relative to the body 102.In some embodiments, the nose 110 is coupled to the body 102 via a hingesuch that the nose 110 can be selectively repositioned to provide accessto the payload bay 104 (e.g., for loading or unloading a payload, etc.).In other embodiments, the nose 110 is configured to be selectivelyraised and/or lowered relative to the body 102 to provide access to thepayload bay 104. In some embodiments, the drone shipping system 100includes a nose 110 on both ends of body 102. One or both of the noses110 may open such that the payload may move through each nose 110.

In some embodiments, the drone shipping system 100 includes a pluralityof movement members (e.g., wheels, tracks, rollers, etc.) configured tofacilitate movement of the drone shipping system 100 along a surface(e.g., a ground surface, a landing pad, a tarmac, etc.). The movementmembers may be selectively retracted into, and selectively extendedfrom, the body 102. For example, the movement members may be retractedinto the body 102 during flight of the drone shipping system 100,thereby facilitating maximum aerodynamic properties of the droneshipping system 100, and extended from the body 102 just prior to thedrone shipping system 100 landing on a surface (e.g., during a landingoperation, etc.). In one embodiment, the drone shipping system 100includes four retractable wheels. The movement members may beselectively extended to facilitate vertical landing and takeoff of thedrone shipping system 100. For example, the movement members may elevatethe drone shipping system 100 from a surface by a distance (e.g., tenfeet, five feet, three feet, etc.) that facilitates use of thepropulsion devices 120 to enable the drone shipping system 100 to takeoff and land vertically. This distance may be selected such that thepropulsion devices 120 do not substantially affect (e.g., burn, scorch,melt, heat, etc.) the surface.

In various embodiments, the wings 112 are air foil shaped. The rudders118 are defined by a surface area. In various embodiments, the surfacearea of the rudders 118 may be, for example, four square feet, eightsquare feet, and other similar areas. The rudders 118 are defined by athickness. The thickness of the rudders 118 is selected such that therudders 118 are capable of operating desirable during aerial travel ofthe drone shipping system 100. The rudders 118 may each include aplurality of actuators and sensors. The actuators may function to causeselective repositioning of the rudders 118. The actuators may be, forexample, electronic, pneumatic, and/or hydraulic actuators.

In one embodiment, each of the propulsion devices 120 includes twoelectric engines with counter rotating duct fans. In this embodiment,there are two fans within the duct, each spinning in an oppositedirection as the other within the duct. In this embodiment, each fanincludes between, for example, five and ten blades. Each blade may havea diameter of between one foot and five feet, inclusive. Furthermore,the fans may be separated by a distance of, for example, two inches toone foot, inclusive, between the fans within the duct and the duct maybe, for example, between two and four feet long, inclusive. Thisarrangement generates a large amount of force within a small area,thereby facilitating the use of relatively smaller propulsion devices120. Changing the number of blades, changing the shape of the blades,and/or changing the angle of the blades of each fan may increase ordecrease the thrust of propulsion device 120. Changing the distancebetween each fan may increase or decrease the thrust of propulsiondevice 120. Additionally, this arrangement facilitates rapid changes inthe position of the drone shipping system 100, increases the stabilityof the drone shipping system 100, and is efficient, thereby increasingthe range of the drone shipping system 100. Each fan may be powered byits own electric engine. The electric engine may be positioned directlybelow or above the fan within the duct. There may be two individualelectric engines in each ducted propulsion device 120. One engine may bepositioned below one fan while the other engine for the opposingrotating fan may be positioned above or vice versa. Alternatively, onemay be below and the other may be above or one may be above and theother below. An engine configuration where the top fan is unobstructed(i.e. where the engine for the top fan is below the top fan) may providehigher thrust. Each engine within the duct may have an aerodynamic shapeand may be centered within the duct to decrease drag within the duct andimprove power output of propulsion device 120 (e.g., the engine may bein the shape of a cylinder, cone, etc.). Additionally, the counterrotating duct fan propulsion system uses energy efficiently to extendthe power of the batteries 122 and/or the range of the drone shippingsystem 100. The propulsion devices 120 may include pitching bladeslocated at the bottom of the duct that facilitates further increasedstability.

In alternative embodiments, the counter rotating fans are fixed withinthe body of the propulsion device 120, where a portion of the body 102of the drone shipping system 100 allows air to flow through from oneside to the other. The counter rotating fans may be within the body 102,near the nose 110, or at the four corners of the body 102.

In some embodiments, each of the propulsion devices 120 is selectivelyrepositionable between a first position, where the propulsion devices120 are oriented generally vertically, and a second position, where thepropulsion devices 120 are oriented generally horizontally. The droneshipping system 100 may operate with the propulsion devices 120 in thefirst position during vertical take-off and landing and may operate withthe propulsion devices 120 in the second position during aerial movementof the drone shipping system 100. The first position and the secondposition may be, for example, ninety degrees, one-hundred and eightydegrees, three-hundred and sixty degrees, forty-five degrees, or sixtydegrees apart.

The propulsion devices 120 may be coupled to the body 102 at variouslocations. For example, the propulsion devices 120 may be coupled to atop surface of the frame, to the sides of the body 102 (e.g., underneaththe wings 112, etc.), and other similar locations. In some embodiments,at least one propulsion device 120 is coupled to at least one of thewings 112. For example, the drone shipping system 100 may be configuredwith one propulsion device 120 coupled to each of the wings 112. Thepropulsion devices 120 may be partially concealed within the body 102.

In some embodiments, the propulsion devices 120 are propellers. Forexample, the propulsion devices 120 may be fixed pitched propellers,controllable pitch propellers, highly skewed propellers, self-pitchingpropellers, tip vortex free (“TVF”) propellers, and/or balance thrust(“BTL”) propellers. In these embodiments, the drone shipping system 100may include a plurality of cages coupled to the body 102 such that eachof the propulsion devices is encapsulated in a cage. The cages mayprevent interference with the propulsion devices (e.g., due to birds,etc.).

In some embodiments, the body 102 includes only one propulsion device120. The single propulsion device 120 may be centered on the body 102and may be relatively powerful (e.g., compared to other embodiments ofthe drone shipping system 100 that include multiple propulsion devices120, etc.).

The propulsion devices 120 may be removably coupled to the body 102. Forexample, the propulsion devices 120 may be coupled to the body 102 usingremovable fasteners. In this way, the propulsion devices 120 may beremoved from the drone shipping system 100 and utilized by another droneshipping system 100. Similarly, this may allow the propulsion devices120 may be easily upgraded, serviced, and/or replaced. In someapplications, the propulsion devices 120 include chemical engines andother similar engines rather than, or in addition to, the combustionengine, the electric engine, or the ionic engine discussed above.

In some embodiments, at least some of the propulsion devices 120 onlyconsume one of electrical energy and fuel. For example, the droneshipping system 100 may be configured so that all of the propulsiondevices 120 only consume electrical energy. In this example, the droneshipping system 100 may not include the fuel tank 126 and the fuel pump128. In another example, the drone shipping system 100 may be configuredso that all of the propulsion devices 120 only consume fuel. In thisexample, the drone shipping system 100 may not include the batteries122.

The batteries 122 may be, for example, lithium polymer batteries,lithium ion batteries, cadmium batteries, high capacity batteries, lightweight batteries, other similar batteries, other batteries, etc. Thebatteries 122 may be coupled together such that one of the batteries 122may provide electrical energy to another of the batteries 122.Additionally, the batteries 122 may be shared amongst multiplepropulsion devices 120 (e.g., such that the multiple propulsion devices120 are provided electrical energy from the shared battery 122, etc.).The drone shipping system 100 may be powered by a hybrid systemincluding a battery-powered motor and a gas-powered or other fuelpowered engine that is used to charge batteries 122 when the batteries122 have a low level of electricity.

While not shown in FIG. 1 , it is understood that the batteries 122 maybe electrically coupled to various components of the drone shippingsystem 100 other than the propulsion devices 120. For example, thebatteries 122 may be electrically coupled to each of the wings 112(e.g., to facilitate movement of the outer assemblies 116 with respectto the inner assemblies 114, etc.), each of the rudders 118 (e.g., tofacilitate movement of the rudders 118, etc.), to the controller 130, tovarious lights on and within the body 102 and/or the wings 112, and/orto various instrumentation of the drone shipping system 100 (e.g.,sensors, radar systems, communications systems, etc.).

Instead of, or in addition to, the solar panels 124, the drone shippingsystem 100 may incorporate other electrical energy supplies. Forexample, the drone shipping system 100 may incorporate a nuclear reactor(e.g., a compact nuclear fusion reactor, etc.) and/or a hydrogen fuelcell configured to produce electrical energy for supplying to thepropulsion devices 120.

The drone shipping system 100 may be configured with one of the sensors132 positioned within the payload bay 104. This sensor 132 may monitorconditions (e.g., temperature, pressure, humidity, etc.) within thepayload bay 104. Additionally, this sensor 132 may be configured to readradio frequency identification (“RFID”) tags placed on items locatedwithin the payload bay 104. In this way, the controller 130 can provideinformation to the central controller 505 that the items are located inthe payload bay 104. This may allow the external system to provide, forexample, estimated delivery times and tracking updates for the items.

The controller 130 may include various modules dedicated to performingfunctions of the controller 130. For example, the controller 130 mayinclude a first module for communicating with, controlling, andinterpreting the sensor data from the wings 112, a second module forcommunicating with, controlling, and interpreting the sensor data fromthe rudders 118, a third module for communicating with, controlling, andinterpreting the sensor data from the propulsion devices 120, a fourthmodule for communicating with, controlling, and interpreting the sensordata from the batteries 122, a fifth module for communicating with,controlling, and interpreting the sensor data from each of the solarpanels 124, a sixth module for communicating with, controlling, andinterpreting the sensor data from the fuel tank 126, and a seventhmodule for communicating with, controlling, and interpreting the sensordata from the fuel pump 128.

The drone shipping system 100 may be cooperatively controlled with otherdrone shipping systems 100. Through the network 500, the controller 130may communication with other drone shipping systems 100 either throughthe central controller 505 or through the network 500 directly. In thisway, operations involving multiple drone shipping systems 100 may becoordinated and/or synchronized. For example, if an item is beingdelivered by a drone shipping system 100 to a location, the progress ofthe drone shipping system to that location could be transmitted toanother drone shipping system 100 tasked with picking up the item fromthe location.

While the propulsion device 120 has been described as being coupled tothe frame using the guides 612 and the track 614, it is understood thatthe propulsion device 120 may be permanently coupled to the body 102.For example, the housing 610 may be welded or fastened to the body 102.

According to the exemplary embodiment shown in FIGS. 10-13 , engines,batteries, and/or other flight systems are combined together to form aflight unit system or portable drone system, shown as drone system 700,that is configured to transport objects (e.g., a shipping container, ISOcontainer, a car, a package, passengers, a payload, etc.) through theair from a starting location (e.g., a pickup location, etc.) to a finaldestination (e.g., a delivery location, a drop zone, etc.). As shown inFIGS. 10 and 11 , the drone system 700 includes a chassis, shown assupport frame 710; a battery system, shown as battery mat 720, that iscoupled to the support frame 710; one or more solar panels, shown assolar panels 730, that are electrically coupled to the battery mat 720;a control system, shown as flight control system 740; a plurality ofpropulsion devices, shown as propulsion devices 750; and a plurality ofsupport assemblies, shown as support assemblies 760. In someembodiments, the drone system 700 does not include the solar panels 730.

As shown in FIG. 10 , the battery mat 720 of the drone system 700includes one or more batteries, shown as battery cells 722, that arecoupled to (e.g., fixed to, detachably coupled to, etc.) the supportframe 710. According to an exemplary embodiment, the battery cells 722of the battery mat 720 are rechargeable. Various types of rechargeablebatteries may be used (e.g., lithium ion, etc.). The battery mat 720 mayhave a capacity that facilitates extended flight times (e.g., flighttimes exceeding 1, 3, 5, 10, 24, etc. hours). The battery mat 720 may bevariously sized based on the intended use (e.g., flight distance,payload capacity, etc.) of the drone system 700. By way of example, thebattery cells 722 of the battery mat 720 may span an area of 1 squarefoot (e.g., 1′×1′, 2′×0.5′, etc.), 2 square feet (e.g., 1′×2′, 4′×0.5′,etc.), 4 square feet (e.g., 2′×2′, 1′×4′, etc.), 8 square feet (e.g.,2′×4′, 1′×8′, etc.), 16 square feet (e.g., 2′×8′, 4′×4′, etc.), 64square feet (e.g., 8′×8′, 16′×4′, etc.), 160 square feet (e.g., 8′×20′,etc.), 320 square feet (e.g., 8′×40′, etc.), and/or other larger orsmaller areas. The battery cells 722 may have a thickness between 0.25inches and 36 inches. The battery cells 722 may be positioned closelytogether in or separated in a series electrical arrangement and/or aparallel electrical arrangement.

As shown in FIG. 10 , the solar panels 730 are positioned on top of thebattery mat 720. In some embodiments, each battery cell 722 iselectrically coupled to an associated solar panel 730. In otherembodiments, a respective solar panel 730 is electrically coupled to twoor more battery cells 722. According to an exemplary embodiment, thesolar panels 730 are configured to generate electrical energy (e.g.,from light, the sun, etc.) to power various systems of the drone system700 (e.g., the flight control system 740, the propulsion devices 750,etc.) and/or charge the battery cells 722. The solar panels 730 mayfacilitate extending the flight duration of the drone system 700 and/orfacilitate substantially continuous flight (e.g., days, months, etc.)without having to charge the battery mat 720 using mains power.

The battery mat 720 may be covered by a protective weathering layer suchthat the battery cells 722 and other flights electronics are shieldedfrom weathering and the elements. Wiring and engine components may beprotected by weather resistant coatings. In some embodiments, portionsof the bottom and/or sides of the battery mat 720 are manufactured froma metal sheet or other rigid material to provide the support frame 710.In other embodiments, the support frame 710 is an independent componentthat receives the battery mat 720. The support frame 710 is configuredto provide support to the battery mat 720 and the drone system 700(e.g., to maintain the integrity of drone system 700 during flight,etc.).

In some embodiments, the support frame 710 and the battery mat 720 areconfigured to fold or roll such that portions of the battery mat 720,the support frame 710, and/or the propulsion devices 750 may stack ontop of each other during transport such that the battery mat 720 and thesupport frame 710 may be stored and/or transported more easily. As shownin FIG. 10 , the support frame 710 includes one or more hinges, shown ashinges 712, variously spaced along the length thereof (e.g., spacedbased on the size of each battery cell 722, etc.). As shown in FIGS. 10and 11 , the hinges 712 facilitate selectively collapsing or folding thedrone system 700 between a first configuration, shown as flightconfiguration 702, and a second configuration, shown as compactconfiguration 704. The compact configuration 704 may make it easier tostore and/or transport the drone system 700 (i.e., when not in flight).

The flight control system 740 may be located within or in closeproximity to the battery mat 720 (e.g., enclosed within a portion of thebattery mat 720, above the battery mat 720, in between respectivebattery cells 722, below the battery mat 720, to the side of the batterymat 720, etc.). The flight control system 740 may include one or moreonboard computers that facilitate providing at least one of autonomousflight control, partial autonomous flight control, and manual flightcontrol of the drone system 700. By way of example, the flight controlsystem 740 may include software that autonomously operates the dronesystem 700. By way of another example, the flight control system 740 mayallow an operator to remotely take over control of flight operationsduring a portion of the flight (e.g., during take-off, during landing,when an operator requests to take control during any portion of theflight, etc.).

In some embodiments, the flight control system 740 includes flightmeasurement devices or sensors (e.g., an altimeter, GPS, airspeedsensors, temperature sensors, pressure sensors, cameras, proximitysensors, radar, LIDAR, ultrasound, etc.) that assist in the autonomousflight control and/or manual flight control. In some embodiments, theflight control system 740 includes a wireless transceiver thatfacilitates wirelessly communicating to a remote location, a remotecontroller, a nearby object, etc. (e.g., for data transmission, flightcontrol, etc.). The wireless transceiver may utilize any suitable longrange communication means including radio, cellular (e.g., 3G, 4G, 5G,etc.), etc. to facilitate long range communication with a remote device(e.g., a remote computer, a remote controller, a server, etc.). Thewireless transceiver may additionally or alternatively utilize anysuitable short range communication means including Bluetooth, near fieldcommunication (“NFC”), RFID, etc. to facilitate short rangecommunication with nearby drones while in flight so that the dronesystem 700 is aware of the location of the nearby drones when makingflight decisions. The flight software of the flight control system 740may adjust the flight path of the drone system 700 while in flight basedon the location of other drones and/or the measurements made by theflight measurement devices.

In some embodiments, at least a portion of the operations of the flightcontrol system 740 is performed by a remote flight control system or theflight control system 740 is a remote flight control system (e.g., amaster remote shipping server, etc.). The remote control system may beconfigured to set a flight path for the drone system 750 or for multipledrone systems 700 simultaneously. The remote control system may processflight and geographic information (e.g., longitude, latitude, altitude,flight speed, temperature, vision controls, battery usage, etc.) fromone or more drone systems 700. The remote control system may communicateflight path information (e.g., coordinates, flight directions, flightcontrol sequences, etc.) to each individual drone. Each of the dronesystems 700 may then take appropriate measures on the drone flightsystems or the remote control system may determine the appropriatemeasures on the systems and communicate instructions directly to theflight systems without onboard software being needed on the drones toanalyze instructions. The remote control system may change the flightpath of one or more drones during flight, in real time (e.g., if acancellation order for a shipment is received through an online purchasesystem, etc.). The flight control system 740 on the drones or the remotecontrol system may determine when a destination or loading warehouse hasbeen reached though GPS on the drone. The flight control system 740 onthe drones and/or the remote control system may perform operations uponarrival such as opening a door or unlocking latch on a door to aninterior drone compartment for manual or autonomous loading/unloading atthe loading location or the delivery location.

The remote control system may receive information from third partysystems such as an order fulfillment system or online ordering system.The remote control system may be configured to determine an appropriatedrone system located at a drone storage warehouse and/or goods storagewarehouse for an order based on the order information (e.g., size,weight, destination, etc.). The remote control system may interface withsystems in a warehouse that may autonomously find and identify goods andrelay weight information to the remote control system. The remotecontrol system may interface with ground movement systems (e.g.,autonomous forklifts, etc.) in the warehouse to move goods to loadselected drones or the drones may be loaded manually. The remote controlsystem may be configured to estimate flight time of drones based onweather patterns and calculated distance of travel, which may besynchronized with warehouse systems to determine available drones,maintenance timing, etc. for coordination of available drones for futuretrips from a fleet of drones. The remote control system may beconfigured to calculate, load, and dispatch drones autonomously and mayrelay expected delivery information (e.g., time, shipping costs, etc.)through the online ordering systems to a third party (e.g., endconsumer, etc.). The remote control system may calculate loading timesfrom the warehouse to the drone, as a factor of the delivery time, whichmay then be relayed to a third party (e.g., the end consumer, etc.).

The remote control system can perform the above mentioned procedures fora plurality of drones simultaneously. The remote control system mayinclude servers that are localized for a specific fleet in a specificterritory. Information of the localized servers may be shared withnational servers and shared with other jurisdictions, air flightcontrols, military, etc.

As shown in FIGS. 10 and 12 , the propulsion devices 750 are coupled tothe support frame 710 variously around the periphery of the battery mat720 (e.g., such that the bottom of the propulsion devices 750 is notobstructed by an object being transported by the drone system 700, thepropulsion devices 750 are positioned outward a distance from the sidesof the object being transported, at the corners of the battery mat 720,etc.). In some embodiments, the propulsion devices 750 are permanentlycoupled to the support frame 710. In other embodiments, the propulsiondevices 750 are detachably coupled to the support frame 710 (e.g.,removed when arranged in the compact configuration 704, attached whenarranged in the flight configuration 702, etc.). As shown in FIG. 10 ,the drone system 700 includes four propulsion devices 750. As shown inFIG. 12 , the drone system 700 includes six propulsion devices 750 forincreased payload capacity. In other embodiments, the drone system 700includes a different number of propulsion device 750 (e.g., 3, 4, 5, 7,8, 10, 16, etc.) based on payload capacity requirements. In someembodiments, the drone system 700 is modular such that additionalbattery cells 722 and/or propulsion devices 750 may be added or removedto selectively vary the payload capacity and/or flight capabilities ofthe drone system 700.

As shown in FIGS. 10 and 11 , the propulsion devices 750 includehousings, shown as ducts 752. Ducts 752 have actuators, shown as motors754, disposed therein. Each duct 752 may have two motors 754 disposedtherein. Each motor 754 may have an associated fan element, shown aspropeller 756, coupled thereto within the duct 752. According to anexemplary embodiment, the motors 754 are powered by the battery cells722 and/or the solar panels 730. A first motor 754 within a respectiveduct 752 may be oriented in a first direction (e.g., upward, etc.) anddrive the propeller 756 associated therewith in a first direction (e.g.,clockwise, counterclockwise, etc.). A second motor 754 within therespective duct 752 may be oriented in an opposing second direction(e.g., downward, etc.) and drive the propeller 756 associated therewithin an opposing second direction (e.g., counterclockwise, clockwise,etc.). Propulsion devices 750 may thereby each have two counter rotatingpropellers 756 to produce efficient and powerful thrust. In otherembodiments, one or more propulsion devices 750 includes a single motor754 and/or propeller 756. The propellers 756 may have a various numberof extensions (e.g., fins, blades, etc.) on each and various spacingbetween adjacent extensions. For example, each propeller 756 may have 2,3, 4, 5, 6, 7, 8, 9, 10, 11, 12, etc. extensions and each extension mayhave a curved shape to maximize trust of the propulsion devices 750.

In other embodiments, the propulsion devices 750 includes a differentnumber of motors 754 and/or propellers 756 (e.g., one, three, four,five, etc.). Each propeller 756 in series may be counter rotating to thepropeller 756 directly above and below. Each propeller may each bepowered by its own respective motor 754 fan, or multiple propellers 756may be powered by one motor 754 (e.g., using power splitting devices topower multiple propellers 756 with a respective motor 754, etc.).

In other embodiments, the propulsion devices 750 are otherwise poweredor structured. By way of example the propulsion devices 750 may operateusing fuels such as gasoline, natural gas, propane, hydrogen, jet fuel,etc. By way of another example, the propulsion devices 750 may bestructured as turbine engines, fuel powered engine propeller devices,ionic engines (e.g., ionic engine 1404, etc.), etc.

As shown in FIGS. 10 and 11 , the ducts 752 are cylindrical in shape. Inother embodiments, the ducts 752 are differently shaped (e.g., conical,ellipsoidal, etc.). The ducts 752 may be tapered at the bottom edge andalong the body of the bottom portion of the duct 752 such that anopening at the bottom of the duct 752 is smaller than an opening at atop of the duct 752. The duct 752 may have various diameters at the topopening (e.g., 0.5, 1, 1.5, 2, 2.5, 3, 4, 5, etc. feet) and the bottomopening thereof (e.g., 0.25, 0.5, 1, 1.5, 2, 2.5, 3, 4, 5, etc. feet).The duct 752 may have various heights (e.g., 0.5, 1, 2, 3, 4, 5, etc.feet). In one embodiment, the motors 754 and the propellers 756 arepositioned in the top two-thirds portion of the duct 752 such that thereis empty space below the bottommost motor 754 and propeller 756 withinthe ducts 752. The propellers 756 may be separated by a target distance(e.g., approximately equal to ⅛, ¼, ⅕, 1/10, etc. of the diameter of thepropellers 756) to maximize thrust from the counter-rotating action ofthe propellers 756.

The motors 754 may be placed above or below their respective propeller756 in the duct 752. In one embodiment, the motor 754 driving the toppropeller 756 is positioned below the top propeller 756 while the motor754 driving the bottom propeller 756 is positioned above the bottompropeller 756, or vice versa. In another embodiment, the motors 754 arepositioned above the propellers 756 that they drive or positioned belowthe propellers 756 that they drive. The motors 754 (e.g., outer portionsthereof, etc.) may be aerodynamically shaped to reduce air resistancewithin the duct 752. The motors 754 may be centered at the midpoint ofthe diameter of the duct 752 to reduce air resistance. The motors 754may have various rotational speed capacities and pre-stored settings forvarious rotational speed settings. The motors 754 may operate atdifferent rotational speeds to change drone system 700 direction and/oraltitude during flight. The motors 754 may be operable in both aclockwise and counterclockwise direction. Each propulsion device 750 maybe independently repositionable along two axes—a pitch axis and a rollaxis. The propulsion devices 750 may be repositionable by the flightcontrol system 740 through commands sent to one or more actuators (e.g.,mechanical linkages, gears, electromechanical actuators, pneumaticactuators, electric actuators, hydraulic actuators, etc.).

As shown in FIGS. 10 and 13 , the support assemblies 760 include arms,shown as support arms 762, that are coupled to the support frame 710.The support arms 762 may be manually powered, mechanically powered,hydraulically powered, pneumatically powered, and/or electricallypowered. As shown in FIGS. 10 and 13 , the support arms 762 includeattachment mechanisms at the distal ends thereof, shown as connectors764. The connectors 764 may be configured to clasp and/or lock togetherto join support arms 762 on opposing sides of the drone system 700together. As shown in FIG. 13 , the support arms 762 reach around anobject (e.g., a car, an ISO container, a passenger capsule, a package,cargo, etc.), shown as payload 798, and interlock using the connectors764 to secure the payload 798 to the drone system 700 underneath thesupport frame 710. In other embodiments, the connectors 764 coupledirectly to corresponding attachments or connectors on the payload 798(e.g., hooks, clasps, rings, etc.). In other embodiments, the supportassemblies 760 additionally or alternatively includes netting, bungierope, chains, etc. The connectors 764 may be released (e.g., manually,automatically, etc.) in response to the drone system 700 arriving at adrop zone (e.g., while on the ground, released while still airborne,etc.). As shown in FIG. 10 , the drone system 700 includes a parachute770. The parachute 770 may be deployed in an emergency situation orduring descent.

In an alternative embodiment, a passenger capsule is integrally formedwith or detachably coupled to the support frame 710. The passengercapsule may be configured to facilitate transporting a number ofpassengers (e.g., 1, 2, 3, 10, 20, etc. passengers) with the dronesystem 700. Such a drone system 700 may be autonomously operated,semi-autonomously operated (e.g., autonomously operated when anautopilot mode is engaged, etc.), remotely operated, and/or manuallyoperated by a passenger within the passenger capsule. The passengercapsule may be pressurized and may use recycled air and temperaturecontrols. The passenger capsule may have large transparent portions toimprove flight visibility. The passenger capsule may include flightsystems to allow an operator to take off and land the drone system 700.The flight systems may allow the operator to steer the drone system 700in flight (e.g., altitude, pitch, yaw, roll, speed, etc.). The flightsystems may present flight information to the operator (e.g., altitude,engine function, GPS information, airspeed, temperature, etc.). Theflight systems may allow the operator to communicate with groundcontrollers and/or other pilots.

According to the exemplary embodiment shown in FIGS. 14-22 , an aerialdevice/system (e.g., aircraft, etc.), shown as drone system 800, isconfigured to facilitate transporting objects and/or passengers (e.g.,packages, cargo, passengers, a payload, etc.) through the air from astarting location (e.g., a pickup location, etc.) to a final destination(e.g., a delivery location, a drop zone, etc.). As shown in FIGS. 14-22, the drone system 800 includes a body (e.g., a passenger capsule, acargo hold, a cabin, a chassis, etc.), shown as fuselage 810; tractiveassemblies, shown as wheel and tire assemblies 830, coupled to thefuselage 810; a rear propulsion device, shown as rear engine 840,coupled at a rear of the fuselage 810; a plurality of side propulsiondevices, shown as propulsion devices 850, coupled along sides of thefuselage 810; a pair of wings assemblies, shown as wing assemblies 860,coupled to opposing sides of the fuselage 810; on-board energy storage,shown as battery system 870, disposed within the fuselage 810 and/or thewing assemblies 860; various sensors, shown as sensors 880, positionedvariously about the drone system 800 (e.g., in or about the fuselage810, on the wheel and tire assemblies 830, on the rear engine 840, onthe propulsion devices 850, on the wing assemblies 860, coupled to thebattery system 870, etc.); and a flight control system, shown ascontroller 900. In some embodiments, the drone system 800 does notinclude the wing assemblies 860 and/or the battery system 870.

As shown in FIGS. 14-21 , the fuselage 810 includes a transparent panel(e.g., glass, etc.), shown as cabin panel 820. As shown in FIG. 15 , thedrone system 800 includes first actuators (e.g., hydraulic actuators,pneumatic actuators, electric actuators, etc.), shown as cabin panelactuators 822, positioned to facilitate selectively repositioning thecabin panel 820 relative to the fuselage 810 to expose an interiorcavity, shown as passenger cabin 812. According to the exemplaryembodiment shown in FIG. 15 , the cabin panel actuators 822 areconfigured to lift the cabin panel 820 upward relative to the fuselage810. In another embodiment, the cabin panel actuators 822 are configuredto pivot the cabin panel 820 relative to the fuselage 810 (e.g., forwardabout the front end of the cabin panel 820, rearward about the rear endof the cabin panel 820, sideways about a side of the cabin panel 820,etc.). In some embodiments, the cabin panel 820 includes two or moreseparate panels. In such embodiments, the cabin panel actuators 822 maybe configured to separate the two or more panels of the cabin panel 820in such that at least one of the panels extends or pivots away from theother panel(s) (e.g., butterfly and pivot outward; extend up and movelaterally outward; one pivots forward and the other pivots rearward; oneremains stationary and the other lifts up, pivots, and/or extendsoutward; etc.).

According to an exemplary embodiment, the passenger cabin 812 isconfigured to accommodate a plurality of passengers. In someembodiments, the passenger cabin 812 is pressurized and/or temperaturecontrolled. In other embodiments, the passenger cabin 812 is notpressurized or temperature controlled. As shown in FIG. 15 , thepassenger cabin 812 includes a plurality of rows of seating, shown asseating 818. While the seating 818 is shown to include two rows, in someembodiments, the seating 818 may include one row or more than two rows(e.g., three, four, five, ten, fifteen, etc. rows). According to anexemplary embodiment, each of the rows of the seating 818 includes aplurality of seats (e.g., two, three, four, five, etc. seats). Inanother embodiment, the rows of the seating 818 include one seat each.In some embodiments, one or more of the seats are bucket seats thatprovide support around the sides of the passengers (e.g., to thepassengers' shoulders, waist, legs, etc.). In some embodiments, one ormore of the seats are bench seats. The seats may include seat belts(e.g., three-point harnesses, five-point harnesses, etc.). The seats mayhave adjustable positioning controls (e.g., forward, backward, up, down,lumbar adjustment, bolster adjustment, etc.). In some embodiments, theseats are selectively pivotable such that seats may face one another. Insome embodiments, the passenger cabin 812 includes storage for passengercargo (e.g., positioned behind the seating 818 before the rear wall ofthe passenger cabin 812, etc.).

As shown in FIGS. 15 and 22 , the drone system 800 includes a userinput, shown as input device 814, and a display, shown as display device816. As shown in FIG. 15 , the input device 814 and the display device816 are disposed within the passenger cabin 812. According to anexemplary embodiment, the input device 814 is configured to facilitatean operator in controlling operation (e.g., flight, speed, direction,altitude, etc.) of the drone system 800. The input device 814 mayinclude a joystick, a steering wheel, foot pedals, buttons, switched,knobs, dials, a throttle, etc. to facilitate controlling operation ofthe drone system 800.

According to an exemplary embodiment, the display device 816 isconfigured to display various information about operation of the dronesystem 800 to the operator. Such information may include externalenvironment characteristics (e.g., temperature, pressure, humidity,weather conditions, topography characteristics, etc.), operatingcharacteristics of the drone system 800 (e.g., airspeed, altitude,heading, bearing, pitch, yaw, roll, engine temperature, fuel levels,battery levels, etc.), navigational information, flight instrumentation,hazard indicators, flight path instructions, etc. The display device 816may include a display screen, a heads-up-display (“HUD”) (e.g.,projected onto the cabin panel 820, etc.), augmented reality glasses, anaugmented reality helmet device, and/or still another type of displaydevice. The display device 816 may provide a two-dimensional display,provide a three-dimensional display, and/or provide augmented reality.The augmented reality display configuration may be customizable by thepassenger. In some embodiments, at least a portion of the cabin panel820 functions as display device (e.g., the majority of the interior ofthe cabin panel 820 may function as a display device, etc.). By way ofexample, a display may be projected onto the cabin panel 820 and/or thecabin panel 820 may function as an augmented reality display. The cabinpanel 820 may (i) display live television, recorded television, movies,flight information, etc. and/or (ii) facilitate internet browsing(through onboard computer), going through emails, gaming, etc., as wellas provide other possible features. The display device 816 and/or thecabin panel 820 may be touch sensitive to receive user inputs throughtouch. In some embodiments, the display device 816 is or includes aholographic display.

The passenger cabin 812 may come equipped with entertainment optionssuch as a satellite radio and speakers for playing music. The speakersmay additionally or alternatively provide navigational instructions,provide flight path instructions, provide hazard warnings, and/or stillprovide other information. The passenger cabin 812 may additionallyinclude a microphone that facilitates receiving input voice commandsfrom a user. The voices commands may be used to set flight course, makemusic selections, adjust temperature, and/or other commands. The voicecommands may be used to initiate an autopilot mode that controls thedrone system 800 from a starting location to final location, calculatingflightpath, operating flight controls, etc. such that the user does notneed to operate the drone system 800 from the starting location to thefinal location. The user may also modify the destination setting duringflight using a voice command.

As shown in FIGS. 14, 15, and 22 , each of the wheel and tire assemblies830 of the drone system 800 includes a wheel, shown as wheel 832, asecond actuator (e.g., a hydraulic actuators, a pneumatic actuator, anelectric actuator, etc.), shown as wheel actuator 834, and a thirdactuator, shown as wheel motor 836. According to an exemplaryembodiment, the wheel 832 includes a tire filled with compressed gas. Inother embodiments, the wheel and tire assemblies 830 include solid tires(e.g., made of rubber, a semi-elastic material, etc.) and/ornon-pneumatic tires (e.g., a tire with compressible veins, etc.). Inanother embodiment, the wheel 832 is replaced with a landing skid orother non-rolling element. According to an exemplary embodiment, thewheel actuators 834 are configured to facilitate selectively (i)extending (e.g., during landing, takeoff, etc.) the wheel 832 from thefuselage 810 (e.g., an underbelly thereof, etc.), as shown in FIGS. 14and 15 , and (ii) retracting (e.g., during flight, etc.) the wheels 832into the fuselage 810, as shown in FIGS. 16-21 . In some embodiments,the wheel and tire assemblies 830 do not include the wheel actuators 834such that the wheels 832 are fixed (e.g., a fixed landing gear, etc.).According to an exemplary embodiment, the wheel motors 836 areconfigured to facilitate driving the wheels 832 (e.g., for taxing,driving on the road, etc.) without having to use the rear engine 840and/or the propulsion devices 850 to drive the drone system 800. In someembodiments, the wheel and tire assemblies 830 do not include the wheelmotors 836, but rather the wheels 832 are driven by operating the rearengine 840 and/or the propulsion devices 850.

According to the exemplary embodiment shown in FIGS. 14-22 , the rearengine 840 is configured as a turbine engine or jet engine configured togenerate thrust by combusting fuel received from a reservoir, shown asfuel tank 846. In some embodiments, the fuel tank 846 is disposed withinthe engine housing 842. In some embodiments, the fuel tank 846 isadditionally or alternatively disposed within the fuselage 810 and/orthe wing assemblies 860. In some embodiments, the rear engine 840 doesnot operate using a fuel combustion process. In such embodiments, therear engine 840 may be electrically driven (e.g., by the battery system870, etc.) and/or the drone system 800 may not include the fuel tank846. By way of example, the rear engine 840 may be configured as anelectrically driven turbine. By way of another example, the rear engine840 may be configured as an ionic engine (e.g., ionic engine 1404,etc.). In some embodiments, the drone system 800 includes a plurality ofthe rear engines 840 (e.g., two, three, etc.).

As shown in FIGS. 14-21 , the rear engine 840 includes a housing, shownas engine housing 842, coupled at a rear end of the fuselage 810. Theengine housing 842 defines a plurality of apertures, shown as airintakes 844, configured to receive and provide air to the rear engine840. In some embodiments, the fuselage 810 additionally or alternativelydefines the air intakes 844.

According to an exemplary embodiment, the fuselage 810 has anaerodynamic design to improve airflow to the rear engine 840. In someembodiments, the fuselage 810 and the cabin panel 820 are shaped suchthat the rear ends thereof slope or curve to allow air to pass over thefuselage 810 and direct the air into the rear engine 840 (i.e., throughthe air intakes 844) for improved airflow to the rear engine 840. Whilethe air intakes 844 are shown as apertures, the air intakes 844 mayalternatively be elongated, tapering channels or ducts defined by therear of the fuselage 810 that direct air into the rear engine 840. Insome embodiments, between 80% and 95% of the rear end of the fuselage810 tappers or defines the channels or ducts to increase airflow. Insome embodiments, the rear engine 840 is at least partially spaced fromthe rear end of the fuselage 810 (e.g., such that a gap is present,etc.) to facilitate better airflow into the rear engine 840.

In some embodiment, the nose of fuselage 810 is mechanically operated(e.g., via a nose actuator, etc.) to move the nose upwards and downwardsto level with the drone system 800 based on the pitch of the dronesystem 800 such that the nose is at an optimal level to improveaerodynamics of the drone system 800. The fuselage 810 may have manylayers of sheet material and/or have a thickness (e.g., 1, 2, 3, 4, 5,6, etc. inches) to prevent a high decibel reading of noise within thepassenger cabin 812. The cabin panel 820 may also have a thickness(e.g., 0.5, 1, 2, 3, 4, 5, etc. inches) to prevent a high decibelreading of noise within the passenger cabin 812.

As shown in FIGS. 18, 21, and 22 , the drone system 800 includes fourthactuators (e.g., hydraulic actuators, pneumatic actuators, electricactuators, extendable/pivotable arms, etc.), shown as engine actuators848. As shown in FIGS. 18, 21, and 46-52 , the engine actuators 848respositionably couple the engine housing 842 to the rear of thefuselage 810. According to an exemplary embodiment, the engine actuators848 are configured to facilitate lifting, extending, rotating, and/orpivoting the rear engine 840. The engine actuators 848 may include arms(e.g., extendable arms, fixed arms, etc.). The drone system 800 mayinclude two arms (e.g., one on each side of the rear engine 840, etc.),four arms (e.g., two on each side of the rear engine 840, etc.), etc. Insome embodiments, the arms are pivotally coupled to the rear end of thefuselage 810 (e.g., like lift arms on a refuse truck, etc.). In someembodiments, the arms include one or more joints that allow a firstportion of the arms to bend or pivot relative to other portions of thearms (e.g., articulating arms, etc.). In some embodiments, the armsrotate and/or translate on a track coupled to the rear of the fuselage810. In other embodiments, the track is coupled to the engine housing842. The track may facilitate rotating the engine up to 360 degreesabout a lateral axis (e.g., 180 degrees, 90 degrees, 270 degrees, etc.)for flight controls and/or translating the rear engine 840 (e.g.,forward, backward, etc.). One side of the rear engine 840 may translatealong the track while the other side of the rear engine 840 may remainfixed along the track such that the rear engine 840 pivots side to side(e.g., to the left, to the right, etc.) (see, e.g., FIGS. 50 and 51 ).The engine actuators 848 may also rotate or pivot the rear engine 840about other axes (e.g., a vertical axis, etc.) for flight control. Forexample, the engine actuators 848 may additionally or alternativelyinclude powered hinges and/or powered rotating joints at the connectionbetween the arms of the engine actuators 848 and the engine housing 842(see, e.g., FIG. 52 ). Accordingly, the rear engine 840 may rotate alongthe track while simultaneously rotating via the hinges/joints,therefore, allowing the rear engine 840 to rotate about two axes (e.g.,simultaneously, independently, etc.).

By way of example, as shown in FIG. 18 , the engine actuators 848 may becontrolled to rotate the rear engine 840 such that the rear engine 840faces the ground to provide vertical thrust during takeoff and landingoperations. By way of another example, as shown in FIG. 21 , the engineactuators 848 may be controlled to lift the rear engine 840 above thefuselage 810 during a flight operation to increase the airflow to therear engine 840 and increase thrust of the rear engine 840. In someimplementations, the engine actuators 848 may be controlled to lift therear engine 840 above and over the fuselage 810 during a flightoperation. By way of yet another example, the engine actuators 848 maybe controlled to selectively pivot the rear engine 840 (e.g., up, down,left, right, etc.) to assist in steering operations of the drone system800. In some embodiments, the drone system 800 does not include theengine actuators 848 (e.g., the orientation of the rear engine 840 issubstantially fixed, etc.).

According to the exemplary embodiment shown in FIGS. 16-19 , thepropulsion devices 850 are selectively positioned about the fuselage 810and spaced therefrom by fifth actuators (e.g., a hydraulic actuators, apneumatic actuator, an electric actuator, foldable extension arms,pivoting arms, etc.), shown as propulsion device actuators 852. As shownin FIGS. 18 and 19 , the drone system 800 includes two of the propulsiondevices 850 and the propulsion device actuators 852, one set positionedon each lateral side of the fuselage 810 (e.g., in front of the wingassemblies 860, etc.). As shown in FIGS. 16 and 17 , the drone system800 includes four of the propulsion devices 850 and the propulsiondevice actuators 852, two sets positioned on each lateral side of thefuselage 810. In other embodiments, the drone system 800 includes morethan four of the propulsion devices 850 (e.g., five, six, seven, eight,etc.) to increase the payload capacity of the fuselage 810. In someembodiments, one or more of the propulsion devices 850 are similar tothe propulsion devices 750. In some embodiments, one or more of thepropulsion devices 850 are similar to the propulsion devices 120. Insome embodiments, one or more of the propulsion devices 850 are orinclude the ionic engine 1404. Accordingly, the propulsion devices 850may be or include ducted fans, counter rotating ducted fans, propellers,thrusters, jets, engines, boosters, turbines, combustion engines,electrical engines, ionic engines, and/or still other suitable devicesfor providing lift/thrust.

According to an exemplary embodiment, the propulsion device actuators852 are configured to facilitate selectively (i) extending (e.g., duringlanding, takeoff, during flight, etc.) the propulsion devices 850 fromthe fuselage 810 (e.g., an underbelly thereof, etc.) or out from underthe fuselage 810, as shown in FIGS. 16-19 , (ii) retracting (e.g.,during flight, while driving, while grounded, etc.) the propulsiondevices 850 into or under the fuselage 810, as shown in FIGS. 14, 15, 20and 21 , and (iii) pivoting (e.g., during flight operations, etc.) thepropulsion devices 850, as shown in FIGS. 16-19 . By way of example, asshown in FIGS. 16 and 18 , the propulsion device actuators 852 may becontrolled to pivot the propulsion devices 850 such that the propulsiondevices 850 provide vertical thrust during takeoff and landingoperations. By way of another example, as shown in FIGS. 17 and 19 , thepropulsion device actuators 852 may be controlled to pivot thepropulsion devices 850 to assist in steering operations of the dronesystem 800 and/or to provide forward, vertical, and/or rearward thrust(e.g., each propulsion device 850 may be independently repositionablealong two axes—a pitch axis and a roll axis, etc.). By way of example,the propulsion device actuators 852 may include powered hinges orpowered joints to facilitate pivoting the propulsion devices about atleast one axis (e.g., one, two, etc. axes). By way of another example,the propulsion devices 850 may include a track that slides along thepropulsion device actuators 852 (e.g., arms thereof, etc.) that allowthe propulsion devices 850 to rotate. In some embodiment, the propulsiondevice actuators 852 facilitate lifting the propulsion devices 850 abovethe fuselage 810 (e.g., similar to the rear engine 840 in FIG. 21 ). Insome embodiments, the propulsion device actuators 852 do not extend andretract the propulsion devices 850 such that propulsion devices 850remain positioned external relative to the fuselage 810 (e.g., fixedextension arms, etc.). Further, it should be understood that any of theconcepts disclosed herein in relation to the engine actuators 848 maysimilarly apply to the propulsion device actuators 852.

As shown in FIGS. 18-22 , the wing assemblies 860 include wing elements(e.g., airfoils, etc.), shown as wings 862, having flight controldevices, shown as flaps 864, positioned at the rear end of the wings862. In some embodiments, the wings 862 do not include the flaps 864. Asshown in FIGS. 18-21 , the wings 862 are coupled to and extend outwardfrom opposing lateral sides of the fuselage 810. In some embodiments,one or more of the propulsion devices 850 are coupled to the wings 862.

As shown in FIG. 22 , the wing assemblies 860 include sixth actuators(e.g., a hydraulic actuators, a pneumatic actuator, an electricactuator, etc.), shown as wing actuators 866. In some embodiments, thewing actuators 866 are controllable to adjust the position of (i.e.,pivot) the flaps 864 to assist in steering the drone system 800, toincrease or decrease lift generated by the wings 862, and/or to reducethe speed of the drone system 800. In some embodiments, the wingactuators 866 are additionally or alternatively controllable toselectively extend the wings 862 outward, as shown in FIGS. 18-21 , andselectively retract the wings 862 into, underneath, and/or proximate thefuselage 810, as shown in FIGS. 14 and 15 . In some embodiments, thewings 862 are foldable (e.g., in half, in thirds, etc.) and may bestored within the fuselage 810, underneath the fuselage 810, and/oragainst the fuselage 810. In some embodiments, the wings 862 areslidable into the fuselage 810 and/or slidable underneath the fuselage810. In some embodiments, a rear end of the wings 862 are pivotablycoupled along the fuselage 810 and a front end of the wings 862 areselectively coupled along the fuselage 810 such that the wings 862 maybe pivoted rearward along the fuselage 810 or underneath the fuselage810. In other embodiments, the wings 862 are otherwise extendable andretractable relative to the fuselage 810. In still other embodiments,the wings 862 are fixed. In some embodiments, the wing actuators 866 areadditionally or alternatively controllable to selectively pivot thewings 862 relative to the fuselage 810 such that the angle of the wings862 relative to the direction of travel (i.e., a longitudinal axis ofthe fuselage 810) is adjustable. Accordingly, the angle at which thewings 862 extend from the fuselage 810 relative to a longitudinal axisof the fuselage 810 may be selectively controlled (e.g., independent ofthe angle of attack of the fuselage 810, etc.) to reduce (e.g.,minimize, etc.) drag on and/or increase (e.g., maximize, etc.) liftgenerated by the wings 862. By way of example, the wing actuators 866may be controlled to maintain the wings 862 horizontal or substantiallyhorizontal (e.g., within plus or minus five degrees of horizontal, etc.)relative to gravity independent of the angle of the fuselage 810relative to gravity.

As shown in FIG. 22 , the battery system 870 includes a plurality ofbatteries, shown as batteries 872, one or more solar panels, shown assolar panels 874, a first charging input, shown as charging port 876,and a second charging input, shown as charging receiver 878. Thebatteries 872 may be variously positioned about the drone system 800,such as within the fuselage 810 (e.g., in the floor thereof, between thepassenger cabin 812 and the rear engine 840, etc.), within the wings862, and/or still otherwise positioned within the drone system 800. Thebatteries 872 may be or include lithium polymer batteries, lithium ionbatteries, cadmium batteries, high capacity batteries, light weightbatteries, and/or still other suitable battery technologies. Accordingto an exemplary embodiment, the batteries 872 are rechargeable. Thebatteries 872 may be coupled to and configured to provide electricalpower to operate various components of the drone system 800 includingthe input device 814, the display device 816, the cabin panel actuators822, the wheel actuators 834, the wheel motors 836, the rear engine 840,the engine actuators 848, the propulsion devices 850, the propulsiondevice actuators 852, the wing actuators 866, and/or the sensors 880.

According to an exemplary embodiment, the solar panels 874 areconfigured to convert light energy (e.g., from the sun, etc.) intoelectrical energy to charge the batteries 872 and/or directly power thevarious electrically operated components of the drone system 800. Thesolar panels 874 may be variously positioned about the exterior of thefuselage 810 and/or the wings 862. In some embodiments, the solar panels874 are selectively extendable and retractable from the fuselage 810. Insome embodiments, the drone system 800 does not include the solar panels874. According to an exemplary embodiment, the charging port 876 isconfigured to interface with a ground charging system to facilitaterecharging the batteries 872. In some embodiments, the charging port 876facilitates a “rapid charging” operation. In other embodiments, thecharging port 876 is replaced with a charging cable configured tointerface with a charging port of a ground charging system. According toan exemplary embodiment, the charging receiver 878 is configured tofacilitate wirelessly charging the batteries 872 (e.g., during flight,while grounded, etc.). By way of example, the charging receiver 878 maybe configured to receive and/or generate electrical energy throughvarious wireless beaming technologies (e.g., provided from a remotewireless beaming system, etc.). For example, the charging receiver 878may receive and convert a wireless signal received from a remote,wireless beaming system into electrical energy to be stored by thebatteries 872. In some embodiments, the drone system 800 does notinclude the charging receiver 878. In some embodiments, the drone system800 includes a gas-powered or other fuel powered generator that is usedto charge batteries 872 and/or power electrically-operated components ofthe drone system 800.

In some embodiments, the drone system 800 includes a parachute. Theparachute may be disposed within the fuselage 810, along the fuselage810, within the wings 862, along the wings 862, and/or otherwisepositioned. The parachute may be deployed automatically or manually. Byway of example, the parachute may be automatically deployed insituations where (i) passengers become unconscious, (ii) power is lostto one or more of the propulsion devices 850 and cannot be restored,(iii) the drone system 800 is descending above a threshold speed, and/or(iv) the controller 900 detects loss of controls and/or critical sensorfailure. A parachute deployment sequence may include first powering downthe propulsion devices 850 and then deploying the parachute. By way ofanother example, the drone system 800 may include a manual deploymentinput device (e.g., a button, a lever, etc.) for the parachute withinthe passenger cabin 812 of the drone system 800 (e.g., near the rearupper portion of the passenger cabin 812, other locations, etc.). Manualdeployment may utilize compressed air.

According to an exemplary embodiment, the sensors 880 are configured tofacilitate monitoring various operating parameters of the components ofthe drone system 800, external characteristics around the drone system800, etc. The sensors 880 may be variously positioned about the dronesystem 800 including within the passenger cabin 812, on the exterior ofthe fuselage 810, on the wheel and tire assemblies 830, on the rearengine 840, on the propulsion devices 850, on the wing assemblies 860,coupled to the battery system 870, and/or still otherwise positioned.The sensors 880 may include various flight measurement devices orsensors such as an altimeter, GPS, airspeed sensors, temperaturesensors, pressure sensors, cameras, proximity sensors, radar, LIDAR,ultrasound, humidity sensors, weather sensors, etc. that assist inautonomous flight control (e.g., autopilot, provided by the controller900, provided by the remote server 910, etc.) and/or manual flightcontrol (e.g., provided by the controller 900 based on inputs receivedfrom the operator via the input device 814, based on inputs receivedfrom a remote operator, etc.).

According to an exemplary embodiment, the controller 900 is configuredto selectively engage, selectively disengage, control, and/or otherwisecommunicate with the other components of the drone system 800 and/orexternal devices/systems. As shown in FIG. 22 , the controller 900includes a processing circuit 902, a memory 904, and a communicationsinterface 906. According to an exemplary embodiment, the communicationsinterface 906 is configured to couple the controller 400 to variouscomponents of the drone system 800 and a remote server 910. In otherembodiments, the controller 900 is coupled to more or fewer components.By way of example, the controller 900 may send signals to and receivesignals from the input device 814, the display device 816, the cabinpanel actuators 822, the wheel actuators 834, the wheel motors 836, therear engine 840, the engine actuators 848, the propulsion devices 850,the propulsion device actuators 852, the wing actuators 866, the sensors880, other drone systems 800, and/or the remote server 910 via thecommunications interface 906. The communications interface 906 mayutilize various wired communication protocols, short-range wirelesscommunication protocols (e.g., Bluetooth, near field communication(“NFC”), RFID, ZigBee, etc.), and/or long-range wireless communicationprotocols (e.g., cellular, satellite, Internet, radio, etc.) tofacilitate communication with the various devices/components.

The controller 900 may be implemented as a general-purpose processor, anapplication specific integrated circuit (“ASIC”), one or more fieldprogrammable gate arrays (“FPGAs”), a digital-signal-processor (“DSP”),circuits containing one or more processing components, circuitry forsupporting a microprocessor, a group of processing components, or othersuitable electronic processing components. The processing circuit 902may include an ASIC, one or more FPGAs, a DSP, circuits containing oneor more processing components, circuitry for supporting amicroprocessor, a group of processing components, or other suitableelectronic processing components. In some embodiments, the processingcircuit 902 is configured to execute computer code stored in the memory904 to facilitate the activities described herein. The memory 904 may beany volatile or non-volatile computer-readable storage medium capable ofstoring data or computer code relating to the activities describedherein. According to an exemplary embodiment, the memory 904 includescomputer code modules (e.g., executable code, object code, source code,script code, machine code, etc.) configured for execution by theprocessing circuit 902.

According to an exemplary embodiment, the controller 900 is configuredto receive data from the sensors 880 and display such data to theoperator to assist in the operator's control of the drone system 800(e.g., in a manual flight control mode, etc.). The controller 900 isfurther configured to receive inputs from the operator via the inputdevice 814 and control the components of the drone system 800 (e.g., thewheel and tire assemblies 830, the rear engine 840, the engine actuators484, the propulsion devices 850, the propulsion device actuators 852,the wing assemblies 860, etc.) to provide an operation commanded by theoperator (e.g., drive the wheels 832, extend/retract the wheels 832,extend/retract the wings 862, turn the drone system 800,increase/decrease altitude, increase/decrease speed, etc.) based on theinputs (i.e., manual flight control). In some embodiments, thecontroller 900 is configured to allow a range of acceptable manualinputs, but prevent or correct manual inputs that exceed the range ofacceptable manual inputs. In some embodiments, the controller 900 isconfigured to provide feedback or alerts (e.g., haptic feedback, visualfeedback, audible feedback, etc.) to inform an operator that they areapproaching or reached the limits of the range of acceptable manualinputs.

According to an exemplary embodiment, the controller 900 is configuredto facilitate autonomous flight control of the drone system 800. In oneembodiment, the controller 900 receives and interprets data receivedfrom the sensors 880 (e.g., location relative to other objects ordrones, current location, desired destination, weather conditions, etc.)to autonomously fly the drone system 800 to a desired destination. Insome embodiment, the controller 900 additionally or alternativelytransmits the data to the remote server 910, which interprets the dataand then transmits flight controls to the controller 900 to implement toachieve the autonomous flight control.

The remote server 910 may be configured to control a plurality of thedrone systems 800 based on their relative locations to one anotherand/or data received from each of the drone systems 800. The remoteserver 910 may additionally or alternatively be configured to assignflight paths for each of the drone systems 800 based on their relativelocation to one another (e.g., to be autonomously followed, to bemanually followed, etc.). The remote server 910 may perform similarfunctionality as described herein in relation to the remote controlsystem used with the drone system 700.

According to an exemplary embodiment, the controller 900 is configuredto reconfigure and/or operate the drone system 800 is variousconfigurations based on a desired operation to be performed by the dronesystem 800 (e.g., drive, takeoff, land, fly, etc.). In some embodiments,as shown in FIG. 14 , the controller 900 is configured to retract thepropulsion devices 850 and/or the wings 862 when the drone system 800 isoperated in a driving mode of the drone system 800. In some embodiments,as shown in FIGS. 16 and 17 , the controller 900 is configured to extendand selectively pivot the propulsion devices 850 during a takeoff mode,a landing mode, and/or a flying mode of the drone system 800. In someembodiments, as shown in FIG. 18 , the controller 900 is configured toextend the propulsion devices 850 and pivot the rear engine 840 suchthat the rear engine 840 faces downward during a takeoff mode and/orlanding mode of the drone system 800. In some embodiments, thecontroller 900 is configured to retract the wings 862 during the takeoffmode and/or the landing mode. In some embodiments, as shown in FIG. 19 ,the controller 900 is configured to extend and/or selectively pivot thepropulsion devices 850 and the wings 862 during a flight mode of thedrone system 800. In some embodiments, as shown in FIG. 20 , thecontroller 900 is configured to retract the propulsion devices 850 andextend and selectively pivot the wings 862 during a flight mode of thedrone system 800. In some embodiments, as shown in FIG. 21 , thecontroller 900 is configured to retract the propulsion devices 850,extend and selectively pivot the wings 862, and selectively repositionthe rear engine 840 (e.g., relative to a nominal, rearward facingdirection as shown in FIGS. 14-20 , etc.) during a flight mode of thedrone system 800.

Referring now to FIG. 23 , a block diagram of an ionic engine system1400 is shown. The ionic engine system 1400 includes a controller 1402and one or more ionizing electrode engines, shown as ionic engines 1404.The controller 1402 may be included with the controller 130, the centralcontroller 505, and/or the controller 900 described above. In someexamples, the one or more ionic engines 1404 are embodiments of thepropulsion devices 120, the propulsion devices 750, the rear engine 840,and/or the propulsion devices 850 described in detail above.Accordingly, the ionic engine system 1400 may be included with the droneshipping system 100, the drone system 700, and/or the drone system 800.

Each ionic engine 1404 is shown to include a battery 1406, a voltageamplifier 1408, one or more ionizing electrodes 1410, and one or moreattractive electrodes 1412. The battery 1406 stores electrical energythat can be discharged and provided to the voltage amplifier 1408. Inthe embodiment shown, each ionic engine 1404 includes a dedicatedbattery 1406. In alternative embodiments, multiple ionic engines share acommon battery 1406. For example, battery mat 720 may be used to provideelectrical energy to the ionic engines 1404 in some embodiments. In someembodiments, the battery 1406 is rechargeable.

The voltage amplifier 1408 is configured to receive electrical energyfrom the battery 1406 and use the electrical energy to provide anamplified voltage across the ionizing electrode(s) 1410 and theattractive electrode(s) 1412. For example, the battery 1406 may providea standard battery output voltage (e.g., ±12 volts, ±24 volts, etc.).The voltage amplifier 1408 is configured to amplify the voltage andoutput a significantly higher voltage (e.g., approximately ±20,000volts). The voltage amplifier 1408 provides the high voltage across theionizing electrode(s) and the attractive electrode(s) 1412. The voltageoutput by the voltage amplifier 1408 is high enough to cause ionizationof atmospheric air (e.g., ionization of nitrogen molecules) proximatethe ionizing electrode(s) 1410. In some embodiments, the voltage outputis substantially constant (e.g., direct current), such that a staticelectric field is established around the ionizing electrode(s) 1410 andthe attractive electrode(s) 1412. In other embodiments, the voltageoutput is time-variant, for example provided with alternating current orprovided in pulses as controlled by the controller 1402.

The ionizing electrode(s) 1410 are configured to provide, at a surfaceof the ionizing electrode(s) 1410, an electrostatic charge. In variousembodiments, the ionizing electrode(s) 1410 provide a positive charge, anegative charge, or a charge that alternates between positive andnegative. The ionizing electrode(s) 1410 include a conductive material.In some embodiments, the ionizing electrode(s) 1410 are pointed, sharp,etc. to minimize drag on the ionizing electrode(s) 1410. As illustratedin FIGS. 31-42 , the ionizing electrode(s) 1410 may be provided as acollection of point electrodes, as a collection of line electrodes, orsome combination thereof, for example provided in a grid and in avariety of arrangements as described in detail below. Additionally, itshould be understood that a wide range of numbers of ionizingelectrode(s) 1410 may be included in an ionic engine 1404 in variousembodiments (e.g., on the order of 1, 10, 100, 1000, 10,000, etc.). Asdescribed below with reference to FIG. 24 , the ionizing electrode(s)1410 are configured to cause the ionization of atmospheric air proximatethe ionizing electrode(s) 1410.

The attractive electrodes 1412 are configured to provide, at a surfaceof the attractive electrodes 1412, an electrostatic charge. In variousembodiments, the attractive electrode(s) 1412 provide a positive charge,a negative charge, or a charge that alternates between positive andnegative, such that the attractive electrode(s) 1412 provide an oppositecharge relative to the ionizing electrode(s) 1410. For example, in someembodiments the attractive electrode(s) 1412 provide a negative chargewhile the ionizing electrode(s) 1414 provide a positive charge, suchthat a high voltage electric field is created between the attractiveelectrode(s) 1412 and the ionizing electrode(s) 1416. In an embodimentthat includes multiple attractive electrodes 1412 and multiple ionizingelectrodes 1410, the electrodes may be arranged in one-to-one pairs(i.e., such that each attractive electrode 1412 corresponds to oneionizing electrode 1410 and vice versa) or may be distributed such thatno such pairing is used. In alternative embodiments, the attractingelectrodes are grounded, such that an electric field can be establishedbetween the ionizing electrode(s) 1410 and the grounded attractiveelectrodes 1412 without affirmatively providing electrostatic charge atthe attractive electrodes 1412.

The attractive electrode(s) 1412 include a conductive material. In somecases, the attractive electrode(s) 1412 are shaped to resist a flow ofair past the attractive electrode(s) 1412 (e.g., flat, fan-shaped,sail-shaped, etc.), thereby increasing a resistance to airflow whichprovides a reactionary thrust in the opposite direction as describedbelow with reference to FIG. 24 . In other cases, the attractiveelectrodes 1412 are shaped or pointed to reduce drag on the attractiveelectrodes 1412. As illustrated in FIGS. 31-42 , the attractiveelectrode(s) 1412 may be provided as a collection of point electrodes,as a collection of line electrodes, or some combination thereof, forexample provided in a grid and in a variety of arrangements as describedin detail below.

Referring now to FIG. 24 , a schematic illustration of the principalsgoverning operation of an ionic engine 1404 are shown, according to anexemplary embodiment. As shown in FIG. 24 , The ionizing electrode 1410and the attractive electrode 1412 are provided with opposite charges,such that an electric field is created therebetween. In FIG. 24 , theelectric field is indicated by field lines 1500. In the example shown,the ionizing electrode 1410 is provided with a substantially staticpositive electric charge, while the attractive electrode 1412 isprovided with a substantially static negative electric charge. Forexample, in the example shown, a voltage differential of approximately40,000 volts is provided across the ionizing electrode 1410 and theattractive electrode 1412.

The positive charge on the ionizing electrode 1410 (i.e., the associatedelectric field) causes the ionization of atmospheric air proximate theionizing electrode 1410. For example, the ionizing electrode 1410 maycause an electron to be removed from each of multiple molecules 1502(e.g., nitrogen/N₂) in the air surrounding the ionizing electrode 1410,thereby ionizing the molecules 1502. Ionization may be caused bycollisions between the molecules 1502 and free electrons attractedtowards the ionizing electrode 1410 by the positive charge on theionizing electrode 1410. The resulting loss of an electron from each ofthe molecules 1502 transforms the molecules 1502 into positively-chargedions 1502 in a process known as corona discharge. Alternative ionizationregimes, including dielectric battery discharges (“DBDs”) and nanosecondrepetitively pulsed discharge (“NRPD”) are also possible with differentvoltage patterns and are described in detail below.

After being ionized, the ions 1502 are attracted towards the attractiveelectrode 1412 along the field lines 1500. That is, thepositively-charged ions 1502 are pulled towards the negatively-chargedattractive electrode 1412 by the Coulomb force (electric force). Anequal and opposite force is exerted on the attractive electrode 1412 bythe ions 1502.

Under this Coulomb force, the ions 1502 are accelerated towards theattractive electrode 1412 (i.e., to the right in FIG. 24 ). During theresulting motion through the space between the ionizing electrode 1410and the attractive electrode 1412 (the “inter-electrode space”), theions 1502 collide with other atoms, molecules, particles, etc., (the“air”) in the inter-electrode space. The collisions cause the air toflow towards the attractive electrode 1412 (i.e., to the right in FIG.24 ). These collisions also resist the motion of the ions 1502 towardsthe attractive electrode 1412, thereby increasing the work done on theions 1502 to draw the ions 1502 across the inter-electrode space.

Under basic principles of Newtonian mechanics, equal and opposite forcesare exerted on the attractive electrode 1412 as on the ions 1502. Thisreaction force pushes the attractive electrode 1412 in the oppositedirection of the airflow (i.e., to the left in FIG. 24 ). In the ionicengine 1404, the attractive electrode 1412 and the ionizing electrode1410 have substantially rigid relative positions, such that theseparation therebetween is not substantially affected by the reactionforce. Instead, the reaction force pushes the ionic engine 1404 in theopposite direction of the airflow. This force is referred to as thethrust of the ionic engine 1404. When the thrust generated by the ionicengine 1404 is greater than opposing forces on the ionic engine 1404(e.g., gravity, drag), the thrust accelerates the ionic engine 1404 inthe direction of the thrust (i.e., towards the left of FIG. 24 ).

In the example shown, an approximately constant thrust can be generatedby providing a substantially constant voltage differential between theionizing electrode 1410 and the attractive electrode 1412 while movementof air across the electrodes 1410, 1412 provides a consistent source offresh air to be ionized by the electric field. The thrust may becontrolled by varying the voltage differential and/or selectivelyapplying voltage across various electrode pairs in an ionic engine 1404with multiple electrode pairs.

As mentioned above, the approach illustrated in FIG. 24 corresponds toan ionization process known as corona discharge, which is a directcurrent (“DC”) discharge associated with substantially electrostaticvoltage applied across the ionizing electrode 1410 and the attractiveelectrode 1412. In alternative embodiments, DBDs are used. For DBDs, theelectrodes 1410, 1412 are shielded in dielectric surfaces and analternating current signal of frequency on the order of 1-100 kHz isapplied. Charge builds up on the dielectric surfaces, reducing theelectric field and thereby reducing gas heating, spark risks, etc.Because the signal alternates between positive and negative, thebuilt-up charge is removed on each cycle. DBD may therefore be morestable than the direct current, corona discharge approach.

Another approach that may be used is pulsed discharges such as NRPD, inwhich voltage waveforms with fast rise times and short pulse durations(on the order of 10 nanoseconds) are provided at the electrodes 1410,1412. The NRPD approach may reduce the risk of sparking andsubstantially prevent gas heating as compared to the corona dischargeapproach. It should be understood that the embodiments herein may beimplemented using DBD, NRPD, other AC or pulsed discharge, coronadischarge, or some combination thereof.

Although the example shown includes a single ionizing electrode 1410 anda single attractive electrode 1412, it should be understood thatmultiple ionizing electrodes 1410 and attractive electrodes 1412 can beincluded in an ionic engine 1404 to generate thrust using the principlesoutlined above. In some embodiments, the multiple electrodes 1410 and1412 are arranged in pairs as shown in FIG. 24 . In other embodiments, agroup of ionizing electrodes 1410 is collectively paired with a group ofattractive electrodes 1412 such that an electric field generated by thetwo groups of electrodes provides ionization, attraction, and thrustsubstantially as outlined above with reference to FIG. 24 . In someembodiments, an ionizing electrode 1410 is paired with two or moreattractive electrodes 1412, for example arranged in line with oneanother, such that an ion 1502 is first pulled towards a firstattractive electrode 1412 and then pulled further towards a secondattractive electrode 1412. Many arrangements of ionizing electrodes 1410and attractive electrodes 1412 are possible, for example as shown inFIGS. 26A-42 and described in detail below.

In some embodiments, by reversing the voltage differential across theelectrodes 1410, 1412, the direction of thrust can be reversed. In suchan embodiment, the ionic engine 1404 can be controlled by the controller1402 to provide thrust in two opposite directions. The ionic engine 1404can thereby provide multi-directional acceleration for an aircraft,drone, etc.

In the absence of electrically-isolating (non-conductive) materials, theinfluence of each ionizing electrode 1410 and each attractive electrode1412 on the overall electric field of the ionic engine 1404 extends to atheoretically-infinite distance in all directions from the correspondingelectrode. Multiple electrodes 1410, 1412 in an ionic engine 1404 musttherefore be carefully arranged to account for the interactionstherebetween. For example, placing two ionizing electrodes 1410 closetogether may diminish the strength of the electric field therebetween,thereby reducing the ability of the electric field to generate ions.Additionally, if pairs of electrodes 1410, 1412 are provide in series(i.e., such that air flows across a first pair and then flows across thesecond pair), the electric field associated with the ionizing electrode1410 of the second pair may act to decelerate ions in the space betweenthe electrode pairs.

In fact, it may be the case that infinite separation between any twoelectrode pairs provides the highest thrust-to-power ratio (i.e., suchthat the most thrust is generated for a given amount of electrical powerfrom the battery 1406). However, keeping a large separation betweenelectrode pairs may be unfeasible on a drone or other aircraft, wherethe thrust-to-area or thrust-to-volume ratio of the ionic engine 404 isalso of importance. The various ingenious arrangements and designs forionic engines shown in FIGS. 25-44 and described below provide varioussolutions to these technical problems.

Additionally, the embodiments shown in FIGS. 25-44 address a potentialtrade-off between the amount of drag on an ionic engine 1404 and theamount of thrust generated in reaction to the flow of air betweenelectrodes 1410 and 1412. The work done on the attractive electrode 1412by the Coulomb force is a function of the resistance (drag, forces fromcollisions) on the ions 1502 travelling across the inter-electrodespace. Accordingly, an ionic engine 1404 may be designed to increase theresistance to such air flow in the inter-electrode space. However,features intended to increase such resistance may also increase the dragon the ionic engine 1404 as the ionic engine 1404 moves through the air.Such features, as for those described herein, should be carefullydesigned such that the increased thrust attributed thereto outweighs theeffects of any increase in drag.

Referring now to FIG. 25 , a perspective view of an ionic engine 1404 isshown, according to an exemplary embodiment. FIG. 25 shows a housing2500 configured to be coupled to an aircraft, drone, etc., as shown forpropulsion devices in FIGS. 1-22 . For example, the housing 2500 may befixedly mounted on an aircraft or may be configured to be rotated aboutone or more axes relative to the aircraft. More details of such mountingare described above with reference to FIGS. 1-22 . Thrust created by theionic engine 1404 results in a force on the aircraft, drone, etc.coupled to the ionic engine 1404.

As illustrated in FIG. 25 , the housing 2500 is substantiallycylindrical and has an airway 2502 extending therethrough from an inlet2504 to an outlet 2506. Air can flow through the housing 2500 from theinlet 2504 to the outlet 2506 via the airway 2502. As shown for variousembodiments in FIGS. 26A-42 , ionizing electrodes 1410 and attractiveelectrodes 1412 are positioned along the airway 2502 and are operable asdiscussed above to generate thrust in a direction opposite the airflow.In various embodiments, the battery 1406, voltage amplifier 1408, andcontroller 1402 are mounted in a wall of the housing 2500, are includedwith the drone/aircraft coupled to housing 2500, or some combinationthereof.

In the embodiment shown, the inlet 2504 has a greater surface area thanthe outlet 2506. For example, the outlet 2506 may have an area equal to20%, 40%, 60%, 80%, etc. of the area of the inlet 2504 in variousembodiments. The reduction in cross-sectional area between the inlet2504 and the outlet 2506 can create an increase in air pressure anddensity within the housing 2500 relative to the external air, therebyincreasing the resistance of ionic flow in the inter-electrode space.Because of the reactive forces described above, this increasedresistance increases the thrust created by the ionic engine 1404.

Additionally, the reduced size of the outlet 2506 relative to the inlet2504 allows the housing 2500 to be formed in a highly aerodynamic,tapered shape (e.g., a tear drop shape, a cone shape, etc.). Byoptimizing the relative sizes of the outlet 2506 and the inlet 2504 andthe shape of the housing 2500, the exterior shape of the housing 2500may reduce the drag on the ionic engine 1404 by more than an increase indrag associated with the increased resistance to ionic flow withinairway 2502 of the housing 2500. The housing 2500 is thereby configuredto have a net benefit on the efficiency of the ionic engine 1404.

Referring now to FIGS. 26A and 26B, a cross-sectional view of the ionicengine 1404 is shown, according to an exemplary embodiment. In theexample of FIG. 26A, the ionic engine 1404 includes a first electrodestage 2600 positioned proximate the inlet 2504 and a second electrodestage 2602 positioned proximate the outlet 2506. Each electrode stage2600, 2602 includes one or more ionizing electrodes 1410 positionedupstream from one or more attractive electrodes 1412. FIG. 26A showseach set of one or more ionizing electrode(s) 1410 or attractiveelectrode(s) 1412 arranged in a plane orthogonal to the housing 2500.

Accordingly, in the embodiment shown, air arrives at the first electrodestage 2600 and is ionized by the ionizing electrode(s) 1410 of the firstelectrode stage 2600 and accelerated towards the outlet 2506 by theattractive electrode(s) 1412 of the first electrode stage 2600. The airthen continues towards the second electrode stage 2602, where the air isionized by the ionizing electrode(s) 1410 of the second electrode stage2602 and accelerated towards the outlet 2506 by the attractiveelectrode(s) 1412 of the second electrode stage 2602. Two stages ofacceleration are thereby provided. In other embodiments, only oneelectrode stage is provided. In still other embodiments, three or morestages are provided (e.g., approximately ten stages, approximately onehundred stages, etc.). For example, FIG. 26B shows an ionic engine 1404that includes a first electrode stage 2600, a second electrode stage2602, a third electrode stage 2604, a fourth electrode stage 2606, and afifth electrode stage 2608 arranged in series in the housing 2500.

As shown in FIG. 26A, the distance between the first electrode stage2600 and the second electrode stage 2602 is significantly more than theseparation of the electrodes 1410, 1412 in each stage 2600, 2602,thereby minimizing cross-effects or interference between the electricfields created by each stage 2600, 2602. In other embodiments, two ormore electrode stages 2600 may be positioned closer together andcontrolled to pulse, provide alternating waveforms, or otherwiseincrease and decrease the associated electric fields in a coordinatedpattern that minimizes the interference therebetween while acceleratingair towards the outlet 2506. In some embodiments, a neutralizing plasmaor field is maintained between electrode stages to reduce interactioneffects there between. Such a neutralizing plasma or field may allow forcloser arrangement of successive electrode stage pairs. The spacebetween the electrode stage pairs may be very small (e.g., 1 cm, 2 cm, 3cm, 4 cm, 5 cm, 10 cm, etc.).

Referring now to FIG. 27 , a cross-sectional view of the ionic engine1404 is shown according to another exemplary embodiment. As in FIG. 26 ,the ionic engine 1404 of FIG. 27 includes a first electrode stage 2600and a second electrode stage 2602. FIG. 27 illustrates that the sets ofionizing electrode(s) 1410 and/or attractive electrode(s) 1412 of eachstage can be non-planar. For example, a non-planar arrangement ofionizing electrodes 1410 may increase interactions between the air andthe ionizing electrodes 1410, thereby resulting in increased ionization.A non-planar arrangement of attractive electrodes 1412 may be used todirect airflow in various directions within the housing 2500, forexample to focus airflow towards a center of the housing 2500, to causethe air to flow in a vortex or spiral, or to create some other patternof air movement.

Referring now to FIG. 28 , a cross-sectional view of the ionic engine1404 is shown, according to another exemplary embodiment. In theembodiment of FIG. 28 , the ionic engine 1404 includes a singleelectrode stage. One or more ionizing electrode(s) 1410 are positionedproximate the inlet 2504 and one or more attractive electrode(s) 1414are positioned along an interior wall of the housing proximate theoutlet 2506 (e.g., a ring-shaped attractive electrode 1412 surroundingthe outlet 2506). In the embodiment shown, ions are created at the inlet2504 and attracted across the full length of the housing 2500 toward theattractive electrode(s). Air is pulled towards the tapered end of thehousing 2500 and forced through the outlet 2506. This structuremaximizes the inter-electrode distance and may thereby increase theamount of thrust provided by a single stage. For a ring-shapedattractive electrode 1412 surrounding the outlet 2506, the electricfield at a center of the outlet 2506 is approximately zero, which mayimprove the performance of the ionic engine 1404.

Referring now to FIGS. 29 and 30 , another exemplary embodiment of theionic engine 1404 is shown. FIG. 29 shows a cross-sectional view andFIG. 30 shows an end view (i.e., looking towards the inlet 2504 fromoutside the housing 2500). In the embodiment of FIGS. 29-30 , thehousing 2500 is divided into multiple channels 2900. Walls 2902 separatethe channels 2900. The walls 2902 are electrically-insulating, such thatthe walls 2902 at least partially prevent the propagation of electricalfields through the walls 2902. That is, the walls 2902 reduce orilluminate interaction effects of electric fields from neighboringelectrodes. The walls 2902 thereby allow for electrode pairs to bepositioned close together in parallel while maintaining a high athrust-to-power ratio.

As shown in FIG. 29 , each channel 2900 can include multiple electrodepairs in series. In the example shown, each channel 2900 includes threeionizing electrodes 1410 and three attractive electrodes 1412.Furthermore, in the example of FIG. 29 , a given wall 2902 is coupled toeither ionizing electrodes 1410 or attractive electrodes 1412 but notboth, which may facilitate the distribution of voltage to the electrodes1410, 1412 by simplifying the wiring required within the walls 2902.

FIGS. 29 and 30 show an ionic engine 1404 that includes four walls 2902separating five channels 2900. It should be understood that variousnumbers of walls 2902 and channels 2900 may be included in variousembodiments. Additionally, although the walls 2902 shown in FIGS. 29-30are substantially planar, in other embodiments the walls 2902 may becurved or circular. For example, in some embodiments the walls 2902 formconcentric rings. As another example, the walls 2902 may be structuredsuch that the channels 2900 therebetween are spiral-shaped, for exampleso that the channels 2900 are formed in a helix or other twistedconfiguration. In such an embodiment, the airflow projected from theoutlet 2506 creates a vortex, which may increase the stability of flightachieved using the ionic engine 1404.

Referring now to FIGS. 31-42 , end views of the ionic engine 1404showing a variety of example electrode arrangements are shown, accordingto various exemplary embodiments. Each of FIGS. 31-42 shows anarrangement of ionizing electrodes 1410 or attractive electrodes 1412corresponding to one electrode stage. FIGS. 31-42 show a cross-sectionalview in embodiments where ionizing electrodes 1410 or attractiveelectrodes 1412 are provided in a common plane. However, it should beunderstood that the various arrangements may also include distributionalong a third dimension not depicted in the two-dimensional schematicsof FIGS. 31-42 . In FIGS. 31-42 , shaded dots are bars are used todepict electrodes, i.e., surfaces, points, lines, etc. on which anelectrostatic charge can be applied to achieve the ionization andattraction effects described above. Other lines depict structureelements of the housing 2500 and the ionic engine 1404. For the sake ofsimplicity, FIGS. 31-42 are described as showing ionizing electrodes1410. However, it should be understood that the arrangements shown canalso be used with attractive electrodes 1412. Electrodes may be varioussizes in various embodiments, for example with diameters on the order ofone millimeter, one centimeter, one inch, etc. in various embodiments.Other dimensions of the embodiments described herein are also highlyconfigurable.

FIG. 31 shows an ionic engine 1404 with electrodes 1410 (shown as shadedcircular dots) arranged in a grid. As shown, the electrodes 1410 arespaced approximately equidistant from one another in a rectangulararray. In other embodiments, spacing between the electrodes 1410 mayvary across the grid, for example such that the electrodes 1410 arepositioned closer together near a center of the grid. The electrodes1410 are supported by support bars 3100, which provide structuralsupport and allow for the transmission of current and voltagetherethrough from the voltage amplifier 1408 to the electrodes 1410. Inthe embodiment of FIG. 31 , the grid includes forty-four electrodes1410. However, it should be understood that any number of electrodes1410 may be included in a grid arrangement in various embodiments (e.g.,20, 40, 100, 500, 1000, 5000, etc.). In some embodiments, differentelectrodes 1410 can be independently controlled to different voltages,pulse durations, phases of alternating current, etc.

FIG. 32 shows an ionic engine 1404 with an electrode formed as a plate3202 with vents 3200 extending therethrough. The plate 3202 includes aconductive material such that the plate 3202 can be provided with acharge and placed at a voltage differential relative to anotherelectrode. The vents 3200 allow air to pass through the plate 3202. Inthe dimension not shown in FIG. 32 , the plate 3202 may bepointed/conical to improve the aerodynamics of the plate 3202.

FIGS. 33 and 34 show electrodes 1410 arranged in radial patterns. InFIG. 33 , electrodes are positioned on pie-shaped support bars 3100. InFIG. 34 , electrodes 1410 are positioned on star-shaped (fan-shaped)support bars 3100. The radial patterns of FIGS. 33 and 34 may maximizelateral separation between electrodes 1410, thereby increasing thethrust-to-power ratio of the ionic engine 1404.

FIGS. 35-40 show various embodiments in which the electrodes 1410 areprovided as bars or lines, rather than spheres or points as shown inFIGS. 31-34 . FIG. 35 shows a grid-shaped electrode 1410 that providesdistribution of an electric field over a large percentage of thecross-sectional area of the housing 2500. FIG. 36 shows three electrodes1410 provided as three parallel bars. The parallel bar electrodes 1410provide lateral separation between electrodes which may increase thethrust-to-power ratio of the ionic engine 1404. FIG. 37 shows an ionicengine 1404 with a pie-shaped electrode 1410, while FIG. 38 shows anionic engine 1404 with a star-shaped electrode 1410, both of which mayprovide areas of varying electric field strength which may beadvantageous. FIGS. 39 and 40 show ionic engines 1404 having ring-shapedelectrodes 1410. In FIG. 39 , the ionic engine 1404 is shown to includea series of concentric ring-shaped electrodes 1410, which are disposedin a cone-shaped three dimensional form in some embodiments. In somecases, a clear path is left at the center of the housing 2500 to allowfree flow of air from the inlet 2504 to the outlet 2506 to reduce dragon the ionic engine 1404. In FIG. 40 , the ionic engine 1404 is shown toinclude a donut-shaped electrode 1410. In three-dimensions, thedonut-shaped electrode 1410 may be slanted inwards to facilitate airflowtherethrough. It should be understood that many such arrangements arecontemplated by the present disclosure.

FIG. 41 shows an ionic engine 1404 having a lollipop-shaped electrode1410 extending from one side of the housing 2500 and having a circularend located at approximately a center point of the cross-sectional areaof the housing 2500. Using a single ionizing electrode 1410 eliminatescomplications caused by interactions between multiple ionizingelectrodes 1410.

FIG. 42 shows an ionic engine 1404 in which electrodes 1410 areconfigured to rotate (spin, cycle, etc.) relative to a center point ofthe housing 2500. For example, as shown in FIG. 42, the electrodes 1410may be driven about a track 4200 located along a periphery of the airway2502 through the housing 2500. Movement of ionizing electrodes 1410relative to the housing 2500 may increase the ratio of air passingthrough the housing to ionized air, because the movement may draw anionizing electrode 1410 into sufficient proximity to a higher percentageof air passing through the housing, while also avoiding the negativeeffects of including a dense collection of multiple electrodes 1410.Movement of attractive electrodes 1412 relative to the housing 2500 canshape the airflow, for example to cause airflow through the housing 2500to twist into a vortex. In some embodiments, ionizing electrodes 1410and attractive electrodes 1412 are both included in a spinning/rotatingarrangement as in FIG. 42 , and may rotate in opposite directions orwith different rotational frequencies.

FIGS. 31-42 thereby illustrate various possible arrangements ofelectrodes of one type (i.e., ionizing electrodes 1410 or attractiveelectrodes 1412) in an electrode stage of an ionic engine 1404. Variousembodiments of ionic engines 1404 may include electrodes arranged in oneor more of the arrangements shown in FIGS. 31-42 . In some embodiments,an electrode stage includes ionizing electrodes 1410 and attractiveelectrodes 1412 aligned in series in the same electrode arrangement(i.e., both as shown in one of FIGS. 31-42 ). In some embodiments,substantially the same electrode arrangement is used for both ionizingelectrodes 1410 and attractive electrodes 1412 with a slight rotationalor translational offset (e.g., to increase resistance to airflow betweenthe ionizing electrodes 1410 and attractive electrodes 1412). Inpreferred embodiments, for any given cross-section, at least 50% of thecross-sectional area of the airway 2502 is left open for airflow, whilethe remainder may be occupied by electrodes 1410, 1412 or varioussupport structures.

In other embodiments, a different electrode arrangement is used for theionizing electrodes 1410 as for the attractive electrodes 1412. Forexample, in one embodiment a lollipop-shaped ionizing electrode 1410 asin FIG. 41 may be paired with a vented plate attractive electrode 1412as in FIG. 32 . Such an arrangement may ionize a large percentage of airflowing into the housing 2500 while also significantly increasingairflow in the inter-electrode space due to limits on airflow throughthe vents 3200. As another example, a lollipop-shaped ionizing electrode1410 as in FIG. 41 may be paired with spinning/rotating attractiveelectrodes 1412 as in FIG. 42 to cause a swirling vortex of air throughthe housing 2500. As another example, a donut-shaped ionizing electrode1410 as in FIG. 40 can be paired with a lollipop-shaped attractiveelectrode 1412 as in FIG. 41 .

Additionally, it should be understood that where multiple electrodestages are included (e.g., as shown in FIG. 26 ), the differentelectrode stages can use the same or different electrode arrangements.Furthermore, in embodiments where the housing 2500 includes walls 2902as in FIG. 29 , each channel 2900 may include electrodes arranged invarious arrangements in accordance with FIGS. 31-42 , including suchthat different channels 2900 include different electrode arrangements.

Although the support bars 3100 and electrodes 1410, 1414 of FIGS. 31-42are show as being coupled to and extending from the exterior walls ofthe housing 2500, in some embodiments other support structures areincluded to support the electrodes 1410, 1414. For example, in someembodiments a central rod extends along a central axis of the airway2502 and supports multiple electrode stages (e.g., electrode stages2600-2608). In such embodiments, electrodes 1410, 1414 may extenddirectly from the central rod or from support bars extending from thecentral rod.

Referring now to FIGS. 43-45 , example embodiments of a series ofionizing electrodes 1410 or attractive electrodes 1412 are shown. FIG.43 shows a perspective view of electrodes 1410 extending from a supportbar 3100 and FIGS. 44-45 shows end views of electrodes 1410 extendingfrom a support bar 3100. The various needle structures shown in FIGS.43-45 and described herein may be arranged to the form of many gridsshown in FIGS. 31-42 . As shown in FIGS. 43-45 , the electrodes 1410 or1412 may be configured as needles or pins 4300, for example with anarrow body and a sharp point. As shown in FIGS. 43-45 , the needles4300 extend downward and outward from a support bar 3100, and havevarious lengths. Such electrode needles 4300 may be poisoned in closesuccession to one another (e.g., extending from the bottom side of thesupport bars 3100 in the arrangement of FIG. 21 ). In some embodiments,the needles 4300 are randomly oriented in a dense arrangement (e.g., 1,2, 3, 5, 10, etc. needles per square inch).

In some embodiments, for example as shown in FIG. 44 , needles 4300 maybe in rows that are substantially equidistantly-spaced on the grid, andcan extend from the support bar 3100 at various angles. In otherembodiments, for example as shown in FIG. 45 , the needles 4300 eachextend from the support bar 3100 at the same angle, for example twentydegrees or less to facilitate the needles 4300 in withstanding forcesexerted by air flowing past the needles 4300. In some embodiments, maybe many needles 4300 in a row (e.g., 2, 3, 5, 7, 10, 20, etc.) orotherwise in close proximity to one another. The needles 4300 may beembedded into the support bar 3100 at a depth (e.g., 1, 2, 3, 4, 5 cmembedded) into the support bar 3100 that provides structural support forthe needles 4300, e.g., to resist air forces and increase the lifespanof the ionic engine 1404. In some embodiments, needles 4300 also extendfrom the housing 2500 into the airway 2502. By distributing needles 4300in the housing 2500 to serve as ionizing electrodes 1410, the needles4300 may increase the ratio of ionizing area to total cross-sectionalarea of the airway 2502, i.e., such that a greater percentage of the airflowing into the housing 2500 is ionized when passing by the ionizingelectrodes 1410. In some embodiments, needles 4300 are also be used asattractive electrodes 1412 with similar advantages.

Referring again to FIG. 23 , the controller 1402 is configured tocontrol an ionic engine 1404 by controlling the discharge of the battery1406 and the operation of the voltage amplifier 1408 to control theelectric field at the housing 2500 of the ionic engine 1404. Severalcontrol approaches are possible, as described in the following.

In some embodiments, the controller 1402 is configured to control theionic engine 1404 to provide a substantially static voltage across allionizing electrodes 1410 and attractive electrodes 1412 in the ionicengine 1404. In some such embodiments, various parameters of the ionicengines 1404 are tailored for sustained flight at approximately constantspeed, while other propulsion devices or engines are used for take-off,acceleration, deceleration, landing etc. of an aircraft coupled to anionic engine 1404.

In some embodiments, the controller 1402 is configured to selectivelyturn on or off the voltage differential (i.e., in a binary way) acrosseach of the various electrode stages in one or more ionic engines 1404individually to vary the amount of thrust provided by the one or moreionic engines 1404. In other embodiments, the controller 1402 isconfigured to vary the voltage differential of electrode stages, forexample decreasing the voltage differential to reduce the ionizationrate and thus the thrust of an electrode stage. In some embodiments, thecontroller 1402 is configured to independently control the voltagedifferential across individual electrode pairs within electrode stages.In such embodiments, the ionic engine(s) 1404 can be used to providevariable amounts of thrust.

In some embodiments, the controller 1402 is configured to control thefiring speed/pulsation of various electrodes in the ionic engine 1404.In some cases, voltage pulses for various electrodes are synchronized tofire at the same time or at deliberately different times. For example,in an embodiment where multiple electrode stages are provided in seriesthrough the housing 2500, the electrode stages may beactivated/deactivated sequentially at a rate synchronized with the rateof airflow through the housing 2500. In such an embodiment, the pulserate and synchronization may vary as a function of airspeed. A sensormay be included to measure the airspeed to facilitate suchsynchronization.

FIGS. 23-45 thereby illustrate various embodiments of an ionic engine1404 suitable for use with aircraft, drones, etc., for example the droneshipping system 100, the drone system 700, and/or the drone system 800as shown in FIGS. 1-22 and described in detail above. Advantageously, insome embodiments the ionic engine 1404 includes no moving parts, whichmay reduce the noise and risk of failure of the ionic engine 1404. Infact, the ionic engine 1404 is operable while emitting approximately nonoise other than that associated with the airflow therethrough. Silentoperation is advantageous to reduce noise pollution and to facilitatestealth operations. Additionally, the ionic engine 1404 operates onelectrical battery power and does not inherently consume fossil fuelssuch as jet fuel. Relative to traditional aircraft engines, the ionicengine 1404 may thereby reduce or eliminate carbon emissions.

As utilized herein, the terms “approximately,” “about,” “substantially”,and similar terms are intended to have a broad meaning in harmony withthe common and accepted usage by those of ordinary skill in the art towhich the subject matter of this disclosure pertains. It should beunderstood by those of skill in the art who review this disclosure thatthese terms are intended to allow a description of certain featuresdescribed and claimed without restricting the scope of these features tothe precise numerical ranges provided. Accordingly, these terms shouldbe interpreted as indicating that insubstantial or inconsequentialmodifications or alterations of the subject matter described and claimedare considered to be within the scope of the disclosure as recited inthe appended claims.

It should be noted that the term “exemplary” and variations thereof, asused herein to describe various embodiments, are intended to indicatethat such embodiments are possible examples, representations, orillustrations of possible embodiments (and such terms are not intendedto connote that such embodiments are necessarily extraordinary orsuperlative examples).

The term “coupled” and variations thereof, as used herein, means thejoining of two members directly or indirectly to one another. Suchjoining may be stationary (e.g., permanent or fixed) or moveable (e.g.,removable or releasable). Such joining may be achieved with the twomembers coupled directly to each other, with the two members coupled toeach other using a separate intervening member and any additionalintermediate members coupled with one another, or with the two memberscoupled to each other using an intervening member that is integrallyformed as a single unitary body with one of the two members. If“coupled” or variations thereof are modified by an additional term(e.g., directly coupled), the generic definition of “coupled” providedabove is modified by the plain language meaning of the additional term(e.g., “directly coupled” means the joining of two members without anyseparate intervening member), resulting in a narrower definition thanthe generic definition of “coupled” provided above. Such coupling may bemechanical, electrical, or fluidic.

The term “or,” as used herein, is used in its inclusive sense (and notin its exclusive sense) so that when used to connect a list of elements,the term “or” means one, some, or all of the elements in the list.Conjunctive language such as the phrase “at least one of X, Y, and Z,”unless specifically stated otherwise, is understood to convey that anelement may be either X, Y, Z; X and Y; X and Z; Y and Z; or X, Y, and Z(i.e., any combination of X, Y, and Z). Thus, such conjunctive languageis not generally intended to imply that certain embodiments require atleast one of X, at least one of Y, and at least one of Z to each bepresent, unless otherwise indicated.

References herein to the positions of elements (e.g., “top,” “bottom,”“above,” “below”) are merely used to describe the orientation of variouselements in the FIGURES. It should be noted that the orientation ofvarious elements may differ according to other exemplary embodiments,and that such variations are intended to be encompassed by the presentdisclosure.

The hardware and data processing components used to implement thevarious processes, operations, illustrative logics, logical blocks,modules and circuits described in connection with the embodimentsdisclosed herein may be implemented or performed with a general purposesingle- or multi-chip processor, a digital signal processor (DSP), anapplication specific integrated circuit (ASIC), a field programmablegate array (FPGA), or other programmable logic device, discrete gate ortransistor logic, discrete hardware components, or any combinationthereof designed to perform the functions described herein. A generalpurpose processor may be a microprocessor, or, any conventionalprocessor, controller, microcontroller, or state machine. A processoralso may be implemented as a combination of computing devices, such as acombination of a DSP and a microprocessor, a plurality ofmicroprocessors, one or more microprocessors in conjunction with a DSPcore, or any other such configuration. In some embodiments, particularprocesses and methods may be performed by circuitry that is specific toa given function. The memory (e.g., memory, memory unit, storage device)may include one or more devices (e.g., RAM, ROM, Flash memory, hard diskstorage) for storing data and/or computer code for completing orfacilitating the various processes, layers and modules described in thepresent disclosure. The memory may be or include volatile memory ornon-volatile memory, and may include database components, object codecomponents, script components, or any other type of informationstructure for supporting the various activities and informationstructures described in the present disclosure. According to anexemplary embodiment, the memory is communicably connected to theprocessor via a processing circuit and includes computer code forexecuting (e.g., by the processing circuit or the processor) the one ormore processes described herein.

The present disclosure contemplates methods, systems and programproducts on any machine-readable media for accomplishing variousoperations. The embodiments of the present disclosure may be implementedusing existing computer processors, or by a special purpose computerprocessor for an appropriate system, incorporated for this or anotherpurpose, or by a hardwired system. Embodiments within the scope of thepresent disclosure include program products comprising machine-readablemedia for carrying or having machine-executable instructions or datastructures stored thereon. Such machine-readable media can be anyavailable media that can be accessed by a general purpose or specialpurpose computer or other machine with a processor. By way of example,such machine-readable media can comprise RAM, ROM, EPROM, EEPROM, orother optical disk storage, magnetic disk storage or other magneticstorage devices, or any other medium which can be used to carry or storedesired program code in the form of machine-executable instructions ordata structures and which can be accessed by a general purpose orspecial purpose computer or other machine with a processor. Combinationsof the above are also included within the scope of machine-readablemedia. Machine-executable instructions include, for example,instructions and data which cause a general purpose computer, specialpurpose computer, or special purpose processing machines to perform acertain function or group of functions.

Although the figures and description may illustrate a specific order ofmethod steps, the order of such steps may differ from what is depictedand described, unless specified differently above. Also, two or moresteps may be performed concurrently or with partial concurrence, unlessspecified differently above. Such variation may depend, for example, onthe software and hardware systems chosen and on designer choice. Allsuch variations are within the scope of the disclosure. Likewise,software implementations of the described methods could be accomplishedwith standard programming techniques with rule-based logic and otherlogic to accomplish the various connection steps, processing steps,comparison steps, and decision steps.

It is important to note that the construction and arrangement of thedrone shipping system 100, the drone system 700, and the drone system800 as shown in the various exemplary embodiments is illustrative only.Additionally, any element disclosed in one embodiment may beincorporated or utilized with any other embodiment disclosed herein. Forexample, the features of the exemplary embodiment described in relationto drone shipping system 100 may be incorporated into the drone system700 and/or the drone system 800, and vice versa. Although only oneexample of an element from one embodiment that can be incorporated orutilized in another embodiment has been described above, it should beappreciated that other elements of the various embodiments may beincorporated or utilized with any of the other embodiments disclosedherein.

The invention claimed is:
 1. An aircraft comprising: a body defining aninterior compartment configured to hold at least one of a passenger or apayload; a battery system; a plurality of arms coupled to and extendingfrom the body; and a plurality of non-wing-mounted propulsion devicesconfigured to provide thrust to fly the aircraft, each of the pluralityof propulsion devices is coupled to a respective one of the plurality ofarms; wherein the plurality of propulsion devices are powered by thebattery system; wherein the plurality of propulsion devices include atleast two propulsion devices that are selectively pivotable about atleast two axes; wherein the plurality of propulsion devices include atleast one of (i) electric counter rotating ducted fans or (ii) electricducted ionizing electrode engines; and wherein the plurality ofpropulsion devices include the electric ducted ionizing electrodeengines, and wherein each of the electric ducted ionizing electrodeengines includes: a housing; a plurality of electrodes positioned in thehousing, the plurality of electrodes comprising: a first pair ofelectrodes including a first set of one or more ionizing electrodespaired with a first set of one or more attractive electrodes; and asecond pair of electrodes including a second set of one or more ionizingelectrodes paired with a second set of one or more attractiveelectrodes; and a control system configured to control the plurality ofelectrodes to provide a desired amount of thrust, wherein to provide thedesired amount of thrust, the control system is configured to:selectively apply a first voltage differential across the first pair ofelectrodes and approximately zero voltage differential across the secondpair of electrodes to provide a first amount of thrust; selectivelyapply a second voltage differential across the second pair of electrodesand approximately zero voltage differential across the first pair ofelectrodes to provide a second amount of thrust; and selectively applythe first voltage differential across the first pair of electrodes andthe second voltage differential across the second pair of electrodes toprovide a third amount of thrust.
 2. The aircraft of claim 1, whereinthe battery system includes a charging receiver configured to charge thebattery system based on a remote signal received from a remote, wirelessbeaming system.
 3. The aircraft of claim 1, wherein the battery systemincludes a solar panel configured to charge the battery system.
 4. Theaircraft of claim 1, wherein the plurality of propulsion devices includemore than two propulsion devices, and wherein each of the plurality ofpropulsion devices is pivotable about at least two axes.
 5. The aircraftof claim 1, wherein the plurality of arms are at least one of (i)retractable such that the plurality of propulsion devices areselectively storable within or under the body or (ii) slidable along thebody to facilitate selectively repositioning the propulsion devices. 6.The aircraft of claim 1, further comprising a pair of wings, one of thepair of wings extending from each lateral side of the body.
 7. Theaircraft of claim 6, wherein the pair of wings are retractable such thatthe pair of wings are selectively storable within, along, or under thebody.
 8. The aircraft of claim 6, wherein the pair of wings areselectively pivotable such that an angle at which the pair of wings areoriented is controllable and independent of an angle of attack of thebody.
 9. The aircraft of claim 1, further comprising a rear enginecoupled to a rear end of the body.
 10. The aircraft of claim 9, whereinthe rear engine is selectively repositionable relative to a nominal,rearward facing position.
 11. The aircraft of claim 1, furthercomprising wheel assemblies including wheels and wheel actuators,wherein the wheel actuators are configured to selectively extend thewheels from the body.
 12. The aircraft of claim 11, wherein the wheelassemblies include motors configured to drive the wheels.
 13. Theaircraft of claim 1, wherein the interior compartment includes a payloadbay configured to receive the payload.
 14. The aircraft of claim 1,wherein the interior compartment includes a passenger cabin, thepassenger cabin including a transparent cabin panel that is selectivelyrepositionable to facilitate entering the passenger cabin.
 15. Apropulsion device for an aircraft, the propulsion device comprising: ahousing; a plurality of electrodes positioned in the housing, theplurality of electrodes comprising: a first pair of electrodes includinga first set of one or more ionizing electrodes paired with a first setof one or more attractive electrodes; and a second pair of electrodesincluding a second set of one or more ionizing electrodes paired with asecond set of one or more attractive electrodes; and a control systemconfigured to control the plurality of electrodes to provide a desiredamount of thrust, wherein to provide the desired amount of thrust, thecontrol system is configured to: selectively apply a first voltagedifferential across the first pair of electrodes and approximately zerovoltage differential across the second pair of electrodes to provide afirst amount of thrust; selectively apply a second voltage differentialacross the second pair of electrodes and approximately zero voltagedifferential across the first pair of electrodes to provide a secondamount of thrust; and selectively apply the first voltage differentialacross the first pair of electrodes and the second voltage differentialacross the second pair of electrodes to provide a third amount ofthrust.
 16. The propulsion device of claim 15, wherein applying thefirst voltage differential across the first pair of electrodes generatesan electric field configured to ionize molecules proximate the first setof one or more ionizing electrodes and force the ionized moleculestowards the first set of one or more attractive electrodes.
 17. Thepropulsion device of claim 15, wherein the housing has an inlet and anoutlet, and wherein an inlet area of the inlet is greater than an outletarea of the outlet.
 18. The propulsion device of claim 15, wherein thehousing includes a first channel and a second channel, wherein the firstpair of electrodes is positioned in the first channel, wherein thesecond pair of electrodes is positioned in the second channel, andwherein the housing includes an electrically-insulating wall positionedto separate the first channel and the second channel.